U.S. Department

of Transportation

Advanced Public

Transportation Systems:

The State of the Art,

Update ‘94

January 1994

Office of Technical Assistance and Safety
dvanced Public

Transportation

Systems:

The State of the Art,

Update ‘94

Final Report

January 1994

Prepared by

Carol L. Schweiger, Mary Kihl,

and Lawrence N. Labell

John A. Volpe National

Transportation Systems Center

Kendall Square

Cambridge, MA 02142

Prepared for

Office of Technical Assistance

Federal Transit Administration

400 Seventh Street SW

Washington, DC 20590

Distributed in Cooperation with

Technology Sharing Program

U.S. Department of Transportation

Washington, DC. 20590

DOT-T-94-09
This report contains the results of a limited investigation of the extent of adoption of

advanced technology in the provision of public transportation service in North America. It is

an update of the prior state-of-the-art assessments produced in April 1991 and April 1992. The

objective of this effort is to increase the industry’s knowledge of successful applications of

advanced technologies with the expectation that this will lead to their widespread adoption.

This research was conducted by the Research and Special Programs Administration/Volpe

National Transportation Systems Center of the United States Department of Transportation,

under the sponsorship of the Advanced Public Transportation Systems Program, Federal Transit

Administration and the guidance of Mr. Ronald J. Fisher, P.E., director of the Office of

Training, Research, and Rural Transportation, Federal Transit Administration. Appreciation

goes to all of the researchers and professionals who supplied information for this report, most

of whom are listed as contacts in the Appendix.

iii
METRIC/ENGLISH CONVERSION FACTORS

ENGLISH TO METRIC

LENGTH (APPROXIMATE)

1 inch (in) = 2.5 centimeters (cm)

1 foot (ft) = 30 centimeters (cm)

1 yard (yd) q 0.9 meter (m)

1 mile (mi) = 1.6 kilometers (km)

AREA (APPROXIMATE)

1 square inch (sq in, in2 = 6.5 square centimeters (cm2)

1 square foot (sq ft, ft2 = 0.09 square meter (m2)

1 square yard (sq yd, yd2) = 0.8 square meter (m2)

1 square mile (sq mi, mi2) = 2.6 square kilometers (km2)

1 acre = 0.4 hectares (he) = 4,000 square meters (m2)

MASS - WEIGHT (APPROXIMATE)

1 ounce (oz) = 28 grams (gr)

1 pound (lb) = .45 kilogram (kg)

1 short ton = 2,000 pounds (Lb) = 0.9 tonne (t)

VOLUME (APPROXIMATE)

1 teaspoon (tsp) = 5 milliliters (ml)

1 tablespoon (tbsp) q 15 milliliters (ml)

1 fluid ounce (fl oz) = 30 milliliters (ml)

1 cup (c) = 0.24 liter (l)

1 pint (pt) = 0.47 liter (l)

1 quart (qt) = 0.96 liter (l)

1 gallon (gal) = 3.8 liters (l)

1 cubic foot (cu ft, ft3) = 0.03 cubic meter (m3)

1 cubic yard (cu yd, yd3) = 0.76 cubic meter (m3)

TEMPERATURE (EXACT)

[(x-32)(5/9)] oF q y oC

METRIC TO ENGLISH

LENGTH (APPROXIMATE)

1 millimeter (mm) = 0.04 inch (in)

1 centimeter (cm) = 0.4 inch (in)

1 meter (m) = 3.3 feet (ft)

1 meter (m) = 1.1 yards (yd)

1 kilometer (km) = 0.6 mile (mi)

AREA (APPROXIMATE)

1 square centimeter (cm2) = 0.16 square inch (sq in, in2)

1 square meter (m2) = 1.2 square yards (sq yd, yd2

)

1 square kilometer (km2) = 0.4 square mile (sq mi, mi2)

1 hectare (he) = 10,000 square meters (m2) = 2.5 acres

MASS - WEIGHT (APPROXIMATE)

1 gram (gr) = 0.036 ounce (oz)

1 kilogram (kg) = 2.2 pounds (lb)

1 tonne (t) = 1,000 kilograms (kg) = 1.1 short tons

VOLUME (APPROXIMATE)

1 milliliters (ml) q 0.03 fluid ounce (fl oz)

1 liter (1) = 2.1 pints (pt)

1 liter (l) = 1.06 quarts (qt)

1 liter (l) = 0.26 gallon (gal)

1 cubic meter (m3) = 36 cubic feet (cu ft, ft3)

1 cubic meter (m3) = 1.3 cubic yards (cu yd, yd3)

TEMPERATURE (EXACT)

[(9/5) y + 32] oC q x oF

QUICK INCH-CENTIMETER LENGTH CONVERSION

INCHES 0 1 2 3 4 5 6 7 8 9 10

I I I I I I I I I I

CENTIMETERS 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

25.40

QUICK FAHRENHEIT-CELSIUS TEMPERATURE CONVERSION

oF -40° -22O -4° 14° 32° 50° 68° 86° 104° 122° 140° 158° 176° 194° 212° 

-40° 

I 1 I I I I I I I I I I I I

° C -3O° -2O° -l0° O° 1O° 20° 30° 40° 50° 60° 70° 80° 90° l00° 

For more exact and or other conversion factors, see NBS Miscellaneous Publication 286, Units of Weights and

Measures. Price $2.50. SD Catalog No. Cl3 10286.

iv
TABLE OF CONTENTS

Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V

Executive Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ix

1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2. Smart Traveler Technology .................................. . 3

2.1 Passenger Information Systems ............................ . 3

2.1.1 Pre-Trip Information ............................ . 4

2.1.2 In-Terminal/Wayside Information Systems ............... . 8

2.1.3 In-Vehicle Information Systems ..................... . 11

2.2 Real-Time Rideshare Matching ............................ . 14

2.3 Multiprovider Trip Reservation and Integrated Billing Systems ........ . 17

2.4 Integrated Fare Media ................................. . 21

2.5 Electronic Ticketing and Automated Trip Payment ................ . 27

3. Smart Vehicle Technology ................................... . 45

3.1 Communications Systems ............................... . 45

3.2 Automatic Vehicle Location Systems ........................ . 48

3.3 Transit Operations Software ............................. . 64

3.4 Automated Demand-Responsive Dispatching Systems .............. . 73

4. Smart Intermodal Systems ................................... . 85

4.1 Traveler Information Systems ............................. . 85

4.2 Multimodal Smart Cards/Payment Systems .................... . 88

4.3 High Occupancy Vehicle Facility Monitoring ................... . 92

4.4 Transportation Management Centers ........................ . 96

4.5 Vehicle Guidance Systems ............................... . 99

5. FTA-Sponsored Field Operational Tests and Research . . . . . . . . . . . . . . . . . 103

Appendix: Lists of Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 2.1 Percent of Systems Using Magnetic Farecards ................ . 29

Figure 2.2 Percent of Systems Using Advanced Fare Equipment ............. . 29

Figure 3.1 Community Transit Integrated System ...................... . 78

Figure 3.2 On-Board Data Collection (Part of AIBS) .................... . 79

Figure 4.1 Stored-Value Card Scheme ............................. . 91

LIST OF TABLES

Table 3.1 North American Transit AVL Systems ....................... . 53

Table 3.2 Automated Paratransit Scheduling and Dispatching Systems .......... . 75

Table 3.3 Scheduling and Dispatching System Vendors ................... . 77

Table 5.1 Current FTA-Sponsored Field Operational Tests and Research ....... . 104

Table A.1 List of Contacts ................................... . 107

Table A. la List of Contacts - Alphabetical Person Index ................. . 118

Table A.2 Paratransit Contacts and Their Suppliers .................... . 127

Table A.3 Systems Discussed in State of the Art, Update ‘94 ............. . 131

vi
LIST OF ACRONYMS AND ABBREVIATIONS USED IN THIS REPORT

AATA

AC Transit

ADA

AFC

AIBS

APTA

APTS

ARTIC

AS1

ATIS

ATM

AVI

AVL

AVL/C

AVM

BART

Baud

BMT

CAAA

CAD

caltrans

CCCTA

CIS

COTA

CTA

DART

DARTS

DHHS

DOT

DGPS

EIS

FOT

FTA

GIS

GO

GPS

HOV

ID

IMI

IRT

Ann Arbor Transportation Authority

Alameda-Contra Costa Transit District (California)

Americans with Disabilities Act of 1990

Automatic Fare Collection

Automated Identification and Billing System

American Public Transit Association

Advanced Public Transportation Systems

Advanced Rural Transportation Information and Coordination Project

Applied Systems Institute

Advanced Traveler Information Systems

Automated Teller Machine

Automatic Vehicle Identification

Automatic Vehicle Location

Automatic Vehicle Location and Control

Automatic Vehicle Monitoring

Bay Area Rapid Transit (Northern California)

Bit per Second

Brooklyn-Manhattan Transit (New York City Subway)

Clean Air Act Amendments of 1990

Computer-Aided Dispatch

California Department of Transportation

Central Contra Costa Transit Authority (California)

Communication and Information System

Central Ohio Transit Authority

Chicago Transit Authority

Dallas Area Rapid Transit

Dakota Area Resources and Transportation Services for Seniors (Minnesota)

Department of Health and Human Services

Department of Transportation

Differential Global Positioning System

Executive Information System

Field Operational Test

Federal Transit Administration

Geographic Information System

Government of Ontario

Global Positioning System

High-Occupancy Vehicle

Identification

Information Management International, Inc.

Independent Subway System (New York City Subway)

Interborough Rapid Transit (New York City Subway)

vii
LIST OF ACRONYMS AND ABBREVIATIONS USED IN THIS REPORT (con?)

ITS

LACMTA

LIRR

MBTA

MDTA

MTA

MTC

NICTD

NJT

NYCTA

o c

OC Transpo

PATH

PATH

PC

PCIS

PCS

PIN

PTT

RDS

RF

RFP

RFQ

RTA

RTB

RVCOG

RVMP

STO

s v c

TIM

TMC

Tri-Met

TRUMP

TTC

TTI

TVM

VRE

Intelligent Transportation System

Los Angeles County Metropolitan Transportation Authority

Long Island Rail Road

Massachusetts Bay Transportation Authority

Metro-Dade Transit Agency (Miami)

Mass Transit Administration (Baltimore)

Metropolitan Transportation Commission (Oakland, California)

Northern Indiana Commuter Transportation District

New Jersey Transit

New York City Transit Authority

Operations Controller

Ottawa-Carleton Regional Transit Commission

Port Authority Trans-Hudson Corporation (New York/New Jersey)

Partners for Advanced Transit and Highways

Personal Computer

Payment and Control Information System

Personal Communication Services

Personal Identification Number

The Post, Telephone and Telegraph Service

Radio Data System

Radio-Frequency

Request for Proposals

Request for Qualifications

Chicago Regional Transportation Authority

Regional Transit Board (Minneapolis/St. Paul, Minnesota)

Rogue Valley Council of Governments

Rogue Valley Mobility Project

The Societe de Transport de L’Outaouais

Stored Value Card

Ticket Issuing Machine

Transportation Management Center

Tri-County Metropolitan Transportation District (Portland, Oregon)

Transit Universal Microprocessor

Toronto Transit Commission

Texas Transportation Institute (Texas A&M University)

Ticket Vending Machine

Virginia Railway Express

Volpe Center Volpe National Transportation Systems Center

(of the U.S. Department of Transportation/Research and Special Programs

Administration)

WMATA Washington Metropolitan Area Transit Authority

WSTA Winston-Salem Transit Authority

. . . viii
EXECUTIVE SUMMARY

This report examines the implementation status of advances in technology in the public

transportation industry. The ready availability of low-cost, reliable microelectronics has opened

up many new opportunities for enhanced information, communications, and control strategies

for transit and ridesharing modes.

Many public transportation agencies have been applying recent technological

advancements to improve services. To help develop, evaluate, and publicize these opportunities,

the Federal Transit Administration (FTA) has established the Advanced Public Transportation

Systems (APTS) Program. FTA’s objective is to increase the industry’s knowledge of successful

applications of advanced technologies with the expectation that this will lead to their widespread

adoption.

This report documents a limited investigation of the extent of adoption of advanced

technology in the provision of public transportation service primarily in the U.S. and Canada.

It is an update to two similar reports published in April 1991 and April 1992. It was not an

exhaustive search of every city or transit authority which has tested, planned, or implemented

an advanced technology concept. Rather, it focused on some of the most innovative or

comprehensive implementations, categorized broadly under three different types of systems:

Smart Traveler Technology, Smart Vehicle Technology, and Smart Intermodal Systems.

SMART TRAVELER TECHNOLOGY

The “Smart Traveler” is a person who has access to real-time and reliable information

in order to make travel decisions that involve high-occupancy vehicles and transit. The concept

of the Smart Traveler encompasses several technologies including smart cards, audiotex and

videotex, telephones, cable television, personal computers, and geographic information systems.

Activities are focused on the demand side of transportation supply and demand relationships.

Passenger Information Systems

Passenger information systems provide timely transportation data to trip makers at home,

in the office, and enroute, including transportation centers, at wayside stops, and on-board

ix
vehicles. The data can be delivered via a variety of conventional and high technology methods,

including telephones, direct computer links, and cable television. With links to automatic

vehicle location (AVL) methods, advanced passenger information systems can provide real-time

updates on expected transit vehicle arrival times, as well as warn transit users and system

operators of delays.

The newer pre-trip systems are designed for use by people who are unfamiliar with the

city and its bus routes. Some include geographic information system (GIS) map displays of the

service area. A few transit systems are also exploring direct computer links and use of cable

television information systems which can provide scheduling and routing information. The

potential for using personal pagers or hand held computers to supply this information is also

being explored. Cities with existing pre-trip information systems include: New York City;

Columbus, Ohio; San Diego, Palm Springs, Ventura, San Bemadino, and Riverside County,

California; Calgary, Alberta; and Ottawa, Ontario.

In-terminal and wayside information systems are gradually being installed by a number

of bus systems. They provide schedule updates and transfer information for passengers already

enroute. The systems generally list the next two or three transit vehicles expected at a particular

stop, give transfer requirements and provide updates on any unexpected delays. This

information can be conveyed through electronic or computer-based display devices. Some cities

with AVL systems are planning to have monitors reflect real-time schedule information.

Although there are few American examples to date, several transit agencies have installed

or are soon to install free-standing smart kiosks which would convey schedule information, trip

planning information, and static files such as the locations of popular restaurants and tourist

attractions. Some are interactive, enabling the potential rider to query the computer for ridespecific information. Primary concerns include costs for the kiosks and the potential for

vandalism especially in outdoor locations. Examples of existing systems include Los Angeles,

California and Halifax, Nova Scotia.

In-vehicle information systems support the transit user enroute, with on-board displays

and communication devices which provide information on routes, schedules, and connecting

services. There has been extensive development in the last two years, inspired largely by the

requirements of the Americans with Disabilities Act of 1991 (ADA), which mandates that all

X
fixed-route transit vehicles provide both visual and audible information to passengers on major

intersections and key transfer points. These automated devices remove the responsibility for

announcing stops from the drivers, leaving them to concentrate on driving which should result

in greater safety for the passengers. Video displays have not yet been installed extensively on

buses. Existing examples include: Salem, Oregon; JFK Airport, New York; and Montreal,

Quebec.

Real-Time Rideshare Matching

The need for compliance with the Federal requirements of the Clean Air Act

Amendments of 1990 has led to renewed interest in carpools and vanpools. Car-pooling and

vanpooling is relatively common for fixed groups of people traveling to or from work on a

regular basis, but rare for other purposes.

In contrast, dynamic carpooling is multipurpose and can be arranged either in real-time

or close to it (near term). Participants pre-qualify and are put into a database. Upon receipt

of a trip enquiry, the database is searched for others who are traveling in the same direction at

the same time. Participants can not only use this database to carp001 to and from work, but also

to a shopping center, medical facility or any other major trip generator.

The concept of dynamic carpooling is new and still in the experimental stage. However,

there are some tests of the concept either in the planning stage or in pilot test stages, including

applications in: Houston, Texas; Bellevue, Washington; Medford and Portland, Oregon;

Sacramento, California; and Northern Virginia.

Multiprovider Trip Reservation and Integrated Billing Systems

Trip reservations utilizing multiple transportation providers allow the traveler to obtain

trip reservations and tickets for a trip (portal-to-portal) from a single source. This would be

based on ticketing and fare collection agreements by transit, paratransit, and other transportation

providers.

An integrated billing system is one in which bills for the purchase of fares for all modes

are generated from a central source. For instance, if several different carriers were used for a

xi
trip and the fare was purchased by a credit card, the billing for each fare would be generated

by the credit card company.

Multiprovider trip reservation and integrated billing systems are being developed in North

America, primarily based upon the Mobility Management concept that was developed for FTA.

Currently, there are systems being developed in Medford, Oregon; Winston-Salem, North

Carolina; and Northern Virginia.

Integrated Fare Media

Integrated fare media are tickets that can be used on more than one mode, such as a

magnetic-stripe card that could be used for both bus and subway fares.

There are several North American transit systems that are utilizing integrated fare media

that can be used on several modes being operated by different transit agencies. The most

common application of integrated fare media involves the use of magnetically-encoded farecards

for both bus and rail modes. The only operational system is in Oakland, California. Cities that

will soon be testing or installing integrated fare media systems include: Chicago, Illinois; Ann

Arbor, Michigan; New York City; and Mississauga and Toronto, Ontario.

Electronic Ticketing and Automated Trip Payment

Electronic ticketing involves the automated generation of tickets and automated fare

collection. This can be accomplished with the use of non-cash media, such as credit cards

and/or debit (ATM) cards.

Automated trip payments are those payments made without a manual exchange of coins

or bills. Often, electronic ticketing provides automated trip payment through the use of

magnetically-encoded farecards or advanced card technology, such as smart cards. Advanced

card technology typically means plastic cards (credit card size) with a programmable memory

chip that can be used for identification, trip payment, and other travel-related functions.

Electronic ticketing and automated trip payment are technologies that are beginning to

be utilized by transit agencies throughout North America. Frequently, these two technologies

go hand-in-hand (i.e., electronic ticketing often provides automated trip payment through the use

of advanced card technology or the more conventional magnetically-encoded cards). Operational

xii
systems are located on Long Island, New York; in Northern Virginia; and Niagra Falls, Ontario.

Implementation or testing is occurring in Chicago, Illinois; Northern Indiana; and Washington,

DC.

SMART VEHICLE TECHNOLOGY

The “Smart Vehicle” incorporates many of the vehicle-based APTS technologies and

innovations for more effective vehicle operations and control and fleet planning, scheduling,

systems operations, and passenger safety. Whereas Smart Traveler technology focuses on

passengers and directly increasing the ease and convenience of using transit (the “demand side”),

Smart Vehicle technology focuses principally on the vehicle and improving the efficiency and

effectiveness of service provided (the “supply side”). By making transit more efficient and more

secure, it should be more attractive to prospective riders.

Automatic Vehicle Location Systems

Automatic Vehicle Location systems are computer-based vehicle tracking systems. The

system measures the actual location (real-time position) of each vehicle, which can be compared

with its expected position (based on the schedule). This information is relayed to the central

base station or dispatching center or can be determined by the vehicle’s computer. The potential

for improving on-time performance is evident. Data generated over a period of time can be used

to plan schedules and routes, collect data for use in maintenance, and prepare management

reports.

Real-time vehicle location also provides the basis for additional benefits for a transit

operation. A silent alarm can be activated by a driver in an emergency and police (or other

emergency services) can be dispatched immediately to the location of the bus. AVL can be

linked to Automatic Traveler Information Systems which can convey actual bus locations to the

public through pre-trip information systems or through monitors in terminals or at transfer

points. The system may be connected to vehicle component probes, so that conditions out of

tolerance may be flagged, and dispatch alerted. Bus location information could be combined

with automatic passenger count data, and communicated to the dispatch center in real time. Bus

xiii
location information could also be used for automated actuation of traffic signal preferential

treatment for buses.

The primary components of any AVL system are: a method of position determination;

a means of communication with the dispatcher in real time; and a central processor capable of

storing and using transmitted information. There are several types of AVL systems in existence:

Signpost/Odometer; Radio Location (either ground or space-based); and Dead-Reckoning. The

most common form of AVL applied to transit is the signpost/odometer system, which involves

a series of beacons or tags along the bus routes. These are normally mounted on utility poles

and send out a low-powered signal which can be detected by a vehicle fitted with a receiver or

are integrated by the vehicle. The signposts each have their own ID and are spread throughout

the system. Several cities in North America have installed these systems.

Ground-based radio systems are no longer widely used for intensive real-time vehicle

tracking. The Loran-C systems which used ground-based signal triangulation have been largely

displaced by the space-based Global Positioning System (GPS). Loran-C radio waves were

affected when a vehicle passed a radio station or utility company wires. Florescent lighting on

buses creates noise that interferes with the radio signals. As a result, systems based on Loran-C

have turned to other position determination methods. There is, however, a form of ground

based radio system which is proving to be effective in generalized vehicle tracking. In the Los

Angeles area, for example, a private vendor serves a variety of clients in several different

businesses including package delivery, an ambulance service, a sanitation service, and a transit

system.

Global positioning is the technology of preference among an increasing number of transit

operations. However, at the time of this publication, no North American city has a fully

operational GPS tracking system for its transit operation. Several cities are either planning GPS

systems, conducting operational tests, or installing systems. Given the flexibility involved with

GPS, it is now possible to consider application to demand-responsive paratransit systems where

the primary motive is increased efficiency of service and improved vehicle allocation. Rural

public transportation systems are also considering use of GPS to monitor vehicles in remote

areas. Transit agencies currently installing GPS AVL systems include those in: Dallas, Texas;

Denver, Colorado; and Milwaukee, Wisconsin. GPS systems are also expected to be installed

xiv
in Baltimore, Maryland; Miami, Florida; Scranton, Pennsylvania; Ann Arbor, Michigan; and

the twin cities of Minneapolis and St Paul, Minnesota.

A number of technological issues are being addressed. The U.S. military is employing

selective availability, which results in decreasing precision of location. The limited number of

radio frequencies available in many urban areas has proven difficult for many transit agencies.

The issue of map display systems is one that a number of operations are weighing against cost.

The U.S. Census Tiger files, although “free,” require considerable editing in order to be usable

for transit. A number of innovative solutions are being employed.

Transit Operations Software

Transit operations software usually performs and integrates several operations functions

within a transit agency, such as computer-aided dispatching (CAD), computer-aided service

restoration, and service monitoring. Service restoration involves the adjustment of vehicle

operations based on schedule adherence or scheduled headways, the replacement of a disabled

vehicle (which was in revenue service), and the activities necessary to restore the schedule

disrupted by a disabled vehicle. Service restoration can involve dispatching a vehicle to replace

a disabled vehicle or restoring the vehicle schedule. The vehicle schedule may be restored by

adjusting vehicle dwell time at particular stops/locations (e.g., at transfer points), adjusting

vehicle schedule/headway, performing traffic signal priority, rerouting the vehicle, or adding a

vehicle to the route.

Service monitoring involves collecting data on such operational details as vehicle position,

schedule adherence, route adherence, headway adherence, passenger data (e.g., passenger

counts), status of vehicle components, and traffic and weather conditions. Service monitoring

also involves analyses such as determining vehicle performance and loading, driver performance,

schedule/route/headway adherence, estimated time of arrival at a specific point or stop,

passenger statistics (e.g., passengers per vehicle, per stop, etc.), and system-wide statistics (e.g.,

overall on-time performance),

Systems that integrate software and hardware have been and are being developed to

address the operations functions mentioned above. Most of these systems are being developed

xv
for the larger rail properties. The following rail systems are planning, designing, or developing

new operations control centers, which will provide real-time control and management:

- Bay Area Rapid Transit (BART),

- Chicago Transit Authority (CTA),

- Los Angeles County Metropolitan Transportation Authority,

l Massachusetts Bay Transportation Authority (MBTA),

l Metro-Dade Transit Agency (Miami),

- New York City Transit Authority (NYCTA),

l Port Authority Trans-Hudson Corporation (PATH),

- Toronto Transit Commission (TTC), and

- Washington Metropolitan Area Transit Authority (WMATA).

Rail systems are more advanced than bus systems in terms of operations automation

because rail operations have traditionally been more automated than bus operations. For

example, many rail systems have automated vehicle monitoring through the use of technologies

such as automatic train control and automatic vehicle identification, whereas most bus systems

have not had vehicle location until the recent advent of vehicle location technologies.

Also, many of the AVL systems that have been implemented for bus operations contain

real-time control and management features. Existing systems are located in: Ottawa and

Toronto, Ontario; and Hull, Quebec. Systems are being developed in Boston, Massachusetts;

New York City; Dallas, Texas; Ann Arbor, Michigan; and Dade County, Florida.

Automated Demand-Responsive Dispatching Systems

Automated demand-responsive dispatching systems include scheduling features which

assign individuals to demand-responsive vehicles that are operating in a shared-ride mode. The

scheduling components accommodate advanced trip reservations, standing orders, and immediate

requests. Increasingly, automation is becoming more available for paratransit systems,

specifically in the areas of scheduling, dispatching, billing, and accounting and is based on

advanced technologies such as radio-frequency (RF) communications in conjunction with onboard computers or mobile display terminals, CAD, location technologies, GIS, and smart cards.

As a result of the ADA, many paratransit operations have chosen to automate scheduling

and dispatching in order to comply with several of the complementary paratransit service criteria

xvi
of ‘the Act. The ADA has stimulated the vendors of scheduling and dispatching software to

incorporate many new features, such as mapping or GIS software, to assist in the determination

of whether an individual’s origin or destination is located within %-mile of a fixed route, and

the scheduling of trip requests within one hour of the requested pick-up time.

The level of automation in scheduling and dispatching systems ranges from minimal

(specialized software to assist manual dispatch) to fully automated scheduling and dispatch with

the use of advanced communications and/or location technology. Many cities have established

automated demand-responsive dispatching systems.

SMART INTERMODAL SYSTEMS

Recently, there has been increasing interest on the part of government, local, state, and

Federal, in intermodal transport, i.e., the coordinated use of two or modes to make a single trip.

This way, the best aspects of each mode may be isolated for a particular segment of the trip and

combined to increase the efficiency and utility of the entire trip. In order to encourage travelers

to take this intermodal approach, it must be made attractive. APTS technologies have great

potential in this area and are already being applied in several cases.

Traveler Information Systems

Intermodal Traveler Information Systems are intended to entice the single occupant driver

out of his or her vehicle and into a carp001 or a transit vehicle for at least a portion of the trip.

Although some intermodal systems only present an array of transit or carpooling options, the

trend is toward providing information about the level of traffic congestion by the same means

as information about various transit or carpooling options. These systems parallel the basic

Advanced Traveler Information Systems (ATIS) in that they can provide pre-trip or in-trip

information. Information is provided through an interface between real-time traffic management

systems and real-time transit or dynamic ridesharing information systems.

Although few fully intermodal systems are operative at this time, they clearly represent

the direction for future automated traveler information projects. Examples of intermodal traveler

information systems are found in Boston, Massachusetts; and Minneapolis, Minnesota.

xvii
Multi-Modal Smart Cards/Payment Systems

As stated above, smart card technology typically means plastic cards (credit card size)

with a programmable memory chip that can be used for identification, trip payment, and other

travel-related functions. There are three types of smart cards (categorized by how they are

used): Contact Cards (require a physical contact between the card and the reader/writer unit),

Contactless Cards (use a contactless interface to provide power to the card and for data transfer

- using inductive techniques for power and capacitive for data reading), and Proximity Cards

(use a contactless interface to interchange data between card and the reader/writer unit - using

RF or laser techniques). The multimodal aspect of smart cards and payment systems refers to

a smart card that could be used to pay fares across several modes of transportation (bus, rapid

rail, light rail, highway, etc.).

No multimodal application of smart cards has been demonstrated as yet in the U.S. A

demonstration of a proximity smart card for Metrorail, Metrobus, and transit parking in

Washington, DC is planned for 1994. There are, however, several multimodal smart card

systems being implemented in Europe, Asia, and Australia.

High Occupancy Vehicle Facility Monitoring

The concept of high occupancy vehicle (HOV) lanes is well established as a means of

encouraging single occupant drivers to carp001 and thereby help to relieve congestion. Those

traveling in cars with two or more passengers (or in some cases, three or more passengers,

depending on the threshold established) are rewarded with a shorter travel time by being

permitted to use exclusive travel lanes. Given the benefits of congestion-free travel, there is a

temptation for drivers of single occupancy vehicles to use the HOV lanes illegally. Hence,

monitoring the use of HOV lanes has become an increasing challenge. The traditional response

is to station police cars near ramp entrances, but costs in personnel time and limited

effectiveness in monitoring peak hour use of HOV lanes has led to the search for a technological

solution to the issue.

To date, a number of HOV lane monitoring devices have been tested but none has proven

to be fully effective in operation. Experimental tests are continuing, largely focusing on

adapting military surveillance techniques or techniques used in law enforcement for such a

xviii
purpose. Some metropolitan areas have dismissed technological solutions, noting the costs

involved in implementation - an issue which has not been fully explored.

Transportation Management Centers

There are a number of well-established Transportation Management Centers (TMCs)

associated with highway monitoring. They use an array of television monitors and cameras to

observe congestion levels on limited access highways. Observation of congestion leads to

displaying warnings and suggested re-routings on automated highway message boards.

Some of the Transportation Management Centers, like that in Los Angeles, also monitor

traffic build up on arterials by using inductive loop detectors imbeddcd in the pavement at

intersections. Traffic signals are preprogrammed to respond to high levels of traffic build-up

on key arterials by extending the green time.

None of the current TMCs are yet linked to information about a transit alternative.

There are, however, plans to feed real-time traffic congestion reporting into traveler information

systems that will highlight transit and ride-sharing alternatives in: Bellevue, Washington; Detroit,

Michigan; Anaheim, California; and Portland, Oregon. The U.S. Department of Transportation

has just issued a request for proposals for public-private partnerships to address the interrelated

issue of enroute driver and traveler services information. Operational tests are planned.

Vehicle Guidance Systems

Vehicle guidance systems integrate technologies that laterally and longitudinally control

the operation of a vehicle. To date, vehicle guidance technologies that have been demonstrated

include: track guidance, electronic guidance, magnetic guidance, and vision systems. Track

guidance is mechanical, and electronic guidance consists of wire buried in a roadway that emits

a signal to guide a bus. There are developments in new technologies that are being

demonstrated in the San Francisco Bay Area, Japan, and the United Kingdom.

xix
1. INTRODUCTION

Purpose of Report

The ready availability of low-cost, reliable microelectronics continues to open up many

new opportunities for enhanced information, communications, and control strategies for transit

and ridesharing modes. This report describes the implementation status of advances in new

technologies in the public transportation industry which have occurred since the last State-of-theArt report (Update ‘92).

Background

The 1980s saw rapid advancements in the development of information and communication

technologies. During this period, many public transportation agencies have been employing

certain of these technologies to improve the services they offer. Automatic vehicle location and

monitoring, automated guideway operations, and computerized dispatching were some of the

earliest applications of advanced technologies. However, the greatest opportunities for public

transportation enhancement through advanced technologies are just unfolding as the private sector

development of these technologies accelerates.

In an effort to assist the development and evaluation of these opportunities, the Federal

Transit Administration (FTA) has established the Advanced Public Transportation Systems

(APTS) Program. Through in-service operational tests, evaluations, and publication of results,

FTA’s objective is to increase the industry’s knowledge of successful applications of advanced

technologies with the expectation that this will lead to their widespread adoption. The improved

public transportation services that will result should attract more riders to transit and ridesharing

modes, thus producing the added public benefits of reductions in traffic congestion, air pollution,

and energy consumption. This state-of-the-art update is just one of the initiatives of the APTS

program.

Scope

This effort was a short-term investigation of developments and advancements in the

adoption of new technology in public transportation services in North America during the past

1
two years. It was not an exhaustive search of every city or transit authority which has tested,

planned, or implemented an advanced technology concept. Rather, it focused on some of the

most innovative or comprehensive implementations of new technology approaches.

It must be emphasized that this study did not encompass an examination of advanced

technology applications in Europe, Japan, or other foreign countries. Nevertheless, where North

American applications were few or nonexistent, foreign examples were noted if they happened

to be known to members of the study team. They were included in this report only for the

purpose of indicating advanced technology approaches that are in use elsewhere and, therefore,

which could soon be tried in the U.S.

Report Organization

This report is organized in accordance with FTA’s Advanced Public Transportation

Systems Program. Technologies and applications are discussed under the most applicable of three

categories: Smart Traveler Technology, Smart Vehicle Technology, and Smart Intermodal

Systems. These sections are preceded by an Executive Summary and this Introduction, and are

followed by a list of current FTA-sponsored projects and an Appendix containing a

comprehensive list of the individuals contacted during this study.

2
2. s T TRAVELER TECHNOLOGY

The “Smart Traveler” is a person who has access to real-time and reliable information

in order to make travel decisions that involve high-occupancy vehicles and transit. Hence, the

technologies involved in “Smart Traveler” programs are focused on the demand (ridership) side

of transportation supply and demand relationships. These technologies include Smart Cards,

audiotex and videotex, telephones, cable television, personal computers, and geographic

information systems. The use of one or more of these technologies can facilitate a traveler’s

decision to carp001 or take transit.

This chapter describes five applications of Smart Traveler Technology. These are:

- Passenger Information Systems,

- Real-Time Rideshare Matching,

- Multimodal Trip Reservation and Integrated Billing Systems,

- Integrated Fare Media, and

l Electronic Ticketing and Automated Trip Payment.

Each of these is discussed, in turn.

2.1 PASSENGER lNFORMATION SYSTEMS

Passenger information systems provide timely transportation data to trip makers at home,

in the office, and enroute, including transportation centers, at wayside stops, and on-board

vehicles. This information enables travelers to improve their travel decision making, both before

they begin the trip and while they are enroute and can include data on transit routes, schedules,

transfers, and fares. The data can be delivered via a variety of conventional and high technology

methods, including telephones, direct computer links, and cable television. With links to

automated vehicle location (AVL) methods, advanced passenger information systems can provide

real-time updates on expected transit vehicle arrival times, as well as warn transit users and

system operators of delays. Three types of passenger information systems are discussed in this

section:

- Pre-Trip,

- In-Terminal/Wayside, and

- In-Vehicle.

3
2.1.1 Pre-Trip Information

Pre-Trip traveler information systems reach trip makers in their homes or offices and

provide timely information on transit routes, schedules, and fares. In some cities, these systems

go beyond responding to specific questions regarding appropriate routes and schedule times to

provide automated trip planning.

Recently, there has been an increasing number of sites electing not only to provide transit

information, but information on other travel modes as well. (These systems will be discussed

further in Chapter 4 of this report.) The objectives in using technology in pre-trip information

services are to increase efficiency in responding to calls and to improve the accuracy and

completeness of information supplied. Efficiency can be increased by using touch tone

telephones and/or voice synthesizers to report back information on routes and schedules much

as telephone companies do with directory assistance. In this way, many calls, especially those

for basic information are pre-screened. A number of transit systems feel that it is important to

have a person initially answer and direct the call in order to convey personal interest. Computer

data retrieval systems provide quick and accurate information to the operator to respond to the

customer’s inquiry.

State-of-the-Art Summary

Although the early systems were primarily directed toward riders who knew the basic bus

routes and who only wanted to be updated on schedules and transfers, the newer systems are

also designed for use by potential new riders, those who do not know routes and the locations

of bus stops. Also, the newer systems are designed to be used by operators who are unfamiliar

with the city and its bus routes. All the traveler needs to supply are the cross streets of origin

and destination. The operator can enter the city-wide data bank where routes and schedules are

associated with street locations. Some newer information systems include GIS map displays of

the service area. The operator can use these to locate the closest route and stop to the street

comer referenced. by the caller and then apply network analysis. Other bus systems use

extensive computer data banks which can accomplish trip planning by associating the points of

origin and destination supplied by the caller.

4
A few transit systems are also exploring direct computer links and use of cable television

information systems which can provide scheduling and routing information. The potential for

using personal pagers or hand held computers to supply this information is also being explored.

With the expanding interest in AVL systems, the potential for providing real-time

information on bus arrival and departure times at bus stops system-wide is coming closer to

reality. Real-time schedule information can be made available through telephones, computers,

televisions, and personal pagers.

Applications

Columbus, Ohio

An automated transit information system designed by Megadyne was introduced in late

1992. It has proven to be a time saver for the Central Ohio Transit Authority’s (COTA)

customers and customer service representatives. Training time for new customer service

representatives has been cut in half and the volume of calls handled has increased considerably.’

San Diego, California

An automated trip planning system developed by Tidewater Consultants of Virginia Beach

provides a variety of information about bus and trolley systems for a large portion of San Diego

County. Travelers may call InfoExpress, a computer-based system, to request information on

ways to travel between points. Answers are provided in English or Spanish and include

information on routes, schedules, and stop locations. About 20 percent of the incoming calls

can be handled with InfoExpress.

Human clerks answer the more complex questions, assisted by a computer-based trip

planning system which can identify in a few seconds the optimum routing between any two

points in the huge 1,000 square mile service area. Clerks provide a human touch answering the

caller in English, Spanish, or Tagalog. The information is retrieved from the computer database,

and a computer voice gives the caller the answer. Many more calls are being answered with the

[1] “Columbus Uses Team Effort to Better Serve Customers, ” Passenger Transport, March 29, 1993.

5
new system. Only about four percent of calls are lost, compared to about 30 percent

previously.*

Calgary, Alberta

Calgary Transit provides bus schedule information for prospective passengers. The

passenger must know his or her bus stop number before calling from home or work to find out

when the next few buses will arrive at that stop. The system is computerized but does not use

real-time bus location information. This type of system requires that the caller have knowledge

of the bus network. For those who do not know the bus routes, it is still possible to call a

customer information number and talk directly to a customer service operator.3

New York City, New York

The customer information service provided by the New York City Transit Authority can

handle large volumes of calls with the use of a computerized telephone response system designed

by Tidewater Consultants. Callers are given the option of talking directly with a customer

agent, but only a small number do so. This system supplies intermodal information on how to

travel from origin to destination. It can provide schedules and routes of subways, buses, and

ferries and transfers between them. Customer agents do not need to know the city personally,

since the system includes a Geographic Information System which can identify the caller’s origin

and destination by street segment. Those segments are linked to transit routes.4

Ottawa, Ontario

Ottawa-Carleton Transit has developed an automatic telephone system (called the 560

system) over the last ten years. The entire city has been covered since 1991. This system

provides the individual caller with information on the scheduled arrival time of the next two

[2]

[3]

[4]

"Info Express," Bus Line, April 1992.

Theresa Brock, San Diego Transit Corporation.

Fred Warg, Calgary Transit.

Andi Overton, Tidewater Consultants.
buses at a particular stop. Plans call for adding a run plate to the front of the bus. These plates

would then be read as the bus leaves or enters the garage and actual and printed schedules could

be compared. (See also Section 3.2.)

Washington, District of Columbia

The Washington Metropolitan Area Transit Authority (WMATA) plans to operate

paratransit as a feeder to fixed-route service and has recently issued an RFP to have a computeroperated information system designed to respond to requests regarding both fixed-route and

paratransit trips. This concept may be of interest to other transit agencies responding to the

requirements for complementary paratransit service specified in the Americans with Disability

Act.

Other California Sites

Riverside Transit Authority (California), Sunline Transit (Palm Springs), Ventura County

Transit Commission, Omni Transit (San Bemadino), and Culver City Transit are currently using

an automated telephone traveler information system developed by Transtar. These systems

provide the prospective passenger not only with schedules, but also with information on trip

length, trip time, and walking distance to the bus stop.’

Germany

Some German cities have introduced innovative telephone-based information systems that

permit residents to request rides between any two checkpoints at any time. The rider calls for

the trip as needed and supplies the telephone operator with origin and destination checkpoint

numbers, requested departure time, number traveling, and special needs. A computer analyzes

the request and assigns vehicles to pick up the traveler, generally within seven minutes. Such

a concept could be adapted to rideshare.6

[5]

[6]

Bob Kohl, Transtar.

Behnke, Robert, “The Need for IVHS Technologies in U.S. Public Transportation Systems,” Aegis

Transportation Systems, 1993.

7
2.1.2 In-Terminal and Wayside Information Systems

In-terminal and wayside information systems provide schedule updates and transfer

information for passengers already enroute. They generally list the next two or three transit

vehicles expected at a particular stop, give transfer requirements and provide updates on any

unexpected delays. This information can be conveyed through electronic or computer-based

display devices. Although automated displays announcing the arrival of trains and providing

updates on airplane schedules are well established, they are still not regular features in bus

terminals and transfer points.

State-of-the-Art Summary

In-terminal and wayside information systems are gradually being installed by a number

of bus systems. Some transit agencies are also exploring the placement of computer-based

monitors at locations that are potential transit generators. Some cities with AVL systems are

planning to have monitors reflect real-time schedule. There is some debate, however, regarding

the advisability of providing real-time arrival times. If a traveler is informed that the bus is

running five minutes late and makes plans accordingly, it is possible that the bus can make up

time and arrive at the stop earlier than predicted. This might cause the traveler who relied on

the information to miss the bus.

Some transit agencies are considering providing free standing smart kiosks which would

convey schedule information, trip planning information, and static files such as the locations of

popular restaurants and tourist attractions. Some are interactive, enabling the potential rider to

query the computer for ride-specific information. These smart kiosks proved to be successful

in connection with the automobile-based TravTec experiment in Orlando, Florida. They could,

therefore, be located at potential transit rider generators including hotel lobbies, convention

centers, office parks, and park-and-ride lots. They also can be linked to a bus AVL system and

provide real-time transit information. Primary concerns include costs for the kiosks and the

potential for vandalism especially in outdoor locations. To date, there are few American

examples of remote kiosks being used to convey transit information.
Applications

Halifax, Nova Scotia

Video terminals are located in transit terminals and malls. Displays list the Metro Transit

routes that stop at that location and the time at which the bus will arrive in real time. To access

this information, a traveler punches in a four-digit code number signifying his or her location.

Anaheim, California

Anaheim currently has remote kiosks located at some locations, including the Anaheim

Hilton and the Anaheim Stadium, which provide real-time roadway congestion information.

Cable TV also provides this information. To date, however, transit information is not provided

at these kiosks.7

Los Angeles, California

The Los Angeles Smart Traveler program provides pre-trip information on bus schedules

and also on kiosks located at Union Station, Arco Plaza, and a shopping mall. Beginning on or

about November 1, the kiosks not only were to provide current information on bus, light rail,

and heavy rail schedules but also were to include display maps showing congestion on freeways

and adjoining arterials. The electronic displays are provided by SilentRadio, a division of

Cybernetic Data Products, which has supplied indoor/outdoor LED message displays to AmTrak.

The displays are located on station platforms and provide transit arrival information. They are

readable in sunlight and equipped with StenoText verbal translation for the hearing impaired.

Further, they are weather-proof and are treated with a polycarbonate facia to protect against

vandalism. The displays can be programmed and updated from a central location, but are not

yet triggered automatically by the vehicles themselves.*

[7] Jim Paral, City of Anaheim, Public Works-Engineering Department.

FTA, Project Summary, June 1993.

[8] Robert Ratcliff, California Smart Traveler, California Department of Transportation.

9
Yosemite Park, California

The number of summer visitors to Yosemite National Park has increased to such an

extent that the park is frequently congested in the summer months and the limited roadways

serving the park are unable to handle the traffic. Travel conditions also change abruptly in the

mountain passes due to weather. In an effort to provide dynamic as well as static traveler

information, four smart kiosks will be placed at the entrance to the park, five within the park,

and five on approaches to the park. These kiosks will provide information on congestion, road

and pass conditions, and attractions and lodging information.9

Broward County, Florida

Broward County Transit Authority has installed televiewer services in terminals. Similar

systems have been installed in Toronto, Kinchener, and Guelph, Ontario, while a Spanish

version has been installed in San Juan, Puerto Rico. These viewers, developed by TelerideSage, are similar to the monitors used in airports, but have much sharper graphics. They

present material on arrivals and departures, detours, delays, cancellations, and fares. The

arrival and departure information is real-time since it is based on sensors that are located on the

approach to the station. The televiewers also can display advertisements or store promotions.10

Minneapolis, Minnesota

As part of the overall Guidestar project, Travlink anticipates providing real-time transit

and traffic information by installing smart kiosks at shopping malls and transit stations as well

as making information available on terminals at home and at work places. They also hope to

indicate the time saved through use of HOV lanes. (See Section 4.1 for a further discussion of

Guidestar.)

[9]

[10]

Robert Ratcliff, California Smart Traveler, California Department of Transportation.

Brian Kalanda, Teleride-Sage.

10
Birmingham, England

A very ambitious program is being conducted in Birmingham, England as part of the

DRIVE Program. Tests will be run on several types of interactive terminals. A computer

system will be provided at the central base station for use by the information operators, which

will calculate optimum routes. The system will include a map display, Similar facilities will

be provided in self-service terminals on the street. These will have screen-based displays,

supplemented by optional print-outs, giving timetables and a map showing recommended walking

routes to the nearest bus stop. Five such terminals will be installed for the initial test. In

addition, home terminals will provide real-time information on departure times at specified bus

stops. Twenty such terminals will be tested initially. Portable hand held terminals are also being

developed as part of project PROMISE in the Drive program.

Passive real-time information will be displayed at a sample of bus stops where the arrival

times of the next few buses will be posted. An initial test involves fifty buses from three

independent operators. Ten stops will be equipped with the displays.

Information also will be provided to automobile drivers. Displays in automobiles will

indicate the closest park-and-ride location as well as real-time information on traffic

congestion.11

2.1.3 In-Vehicle Information Systems

In-vehicle information systems include technical innovations which support the transit

user enroute. Travelers are aided by on-board displays and communication devices which

provide information on routes, schedules, and connecting services. This is an area which has

seen extensive development in the last two years. Much of the inspiration has come from the

requirements imposed by the Americans with Disabilities Act (ADA) of 1991. The Act requires

that all fixed-route transit vehicles provide both visual and audible information to passengers on

major intersections and key transfer points. The new equipment, including enunciators and

visual display boards have made the systems more user friendly for all passengers. These

[11] Blackledge, David and Laurie Pickup, “Public Transport Passenger Information Systems: The Potential of

Advanced Transport Telematics, ” Proceedings of the IVHS America Annual Meeting 1993, pp. 295-301.

11
automated devices remove the responsibility for announcing stops from the drivers, leaving them

to concentrate on driving which should result in greater safety for the passengers.

State-of-the-Art Summary

Since they operate primarily on exclusive right-of-ways, rail systems are able to provide

audio announcements for the various stops with a reasonable degree of accuracy. Bus

announcements are more difficult. Some bus systems are preprogrammed to announce stops

based on door openings while others respond to sensors placed in the streets. Far more accurate

information will come from use of an AVL system which can closely determine position and

trigger audio messages. This concept is beginning to spread. Nevertheless, video displays have

not yet been installed extensively on buses.

Applications

Salem, Oregon

Four of Salem, Oregon’s 54 buses are now equipped with voice enunciators supplied by

Digital Recorders. They have been operating for almost a year. These buses announce stops at

major intersections and also provide information to passengers on local retailer promotions.

They will be used for more general advertising once all 54 buses are equipped. The approach

provides an efficient means of complying with the regulations of the Americans with Disabilities

Act - passengers receive relevant information without regularly involving the driver. This

system runs on a timer that is activated by a button pressed by the driver.12

Orange, Osceola, and Seminole Counties, Florida

The LYNX bus system has 47 enunciators on order from Digital Recorders with

operation scheduled to begin November 1993. They plan to have 300 to 400 buses equipped by

1996. These will announce each stop in this multi-county system.13

[12] Greg Cook, Salem Transit.

[13] Glenn Parrish, LYNX bus system.

12
JFK Airport, New York

Caravan operates the ground transportation services for John F. Kennedy Airport in New

York. They currently have 36 “talking buses” on line. Inside the bus, the stops are announced;

the routes are announced outside the bus at each stop. The same route information is displayed

on an LED sign display outside the bus. The system operates automatically but can also be

operated manually by the driver. The system, designed by Digital Recorders, is operating

effectively and plans call for expansion.14

Other cities are also experimenting with “talking bus” enunciators. Wilmington,

Delaware has two test units of the talking bus in operation. Atlanta, Georgia is considering

using multilingual enunciators during the Olympics.”

Montreal, Quebec

An in-vehicle information system is in use on the Montreal Metro rapid rail system. A

bright lighted display developed by Telecite has now been installed in all subway cars. The flat

view, high intensity, LED display screen is placed on the side of the individual cars. This

display presents not only the name of the next stop but also can relay any retail store promotions

associated with that stop. The advertisements are paid for by the stores. The messages are

transmitted via a data radio network from one or more control centers to receivers inside the

metro cars. Between stops the displays present weather reports, sports reports, news headlines

and information on upcoming events. Advertisements and messages are presented in animated

cartoon imagery. The system, which benefits the elderly and persons with disabilities, has been

very positively received by the general public as well.l6

Jeff DeStephano, Caravan Bus Lines.

Carol Schuster, Digital Recorders.

Marshall Moreyne, Telecite, Inc.

“Montreal Tests Visual Communication Network,” Passenger Transport, April 19, 1993.

13
In-Vehicle Passenger Information System Demonstration

At the American Public Transit Association (APTA) Annual meeting and Expo ‘93 show

in New Orleans, in October 1993, Luminator demonstrated its integrated information system

which provides next stop information inside the bus and route information outside the bus.

Visual displays are also provided in the bus to aid the hearing impaired. It provides a concept

that responds to the needs presented by the ADA. The special feature of this system is that the

bus will be tracked through a Global Positioning System (GPS) AVL system and thus can

identify its location for activation of information messages.17

2.2 REAL-TIME RIDESHARE MATCHING

The need for compliance with the Federal requirements of the Clean Air Act

Amendments of 1990 (CAAA) has led to renewed interest in car-pools and vanpools. Carp001

matching has generally been accomplished for regular commuting to a work site. The

participants in each carp001 agree on a travel schedule. Any variations from the regular, preestablished schedule are with the agreement of the other participants. Vanpools operate

similarly, except that they usually represent a considerable agency or company investment in the

vehicle which is driven by a designated driver. Carpools and vanpools can reduce the pressure

on over-crowded parking lots and play a role in reducing highway congestion in peak hours.

In addition, they help to reduce the real cost of the work trip for participants.

In contrast to these pre-established, single purpose carpools, dynamic car-pooling is

presented as a mode of transportation that is “ready when you are.” They are multipurpose and

can be arranged either in real-time or close to it (near term). Participants pre-qualify and are

put into a database. Upon receipt of a trip enquiry, the database is searched for others who are

traveling in the same direction at the same time. Participants can not only use this database to

arrange for carpools to and from work, but also to a shopping center, medical facility or any

other trip generator.

[17] Barbara Lange, Luminator.

14
State-of-the-Art Summary

The concept of dynamic car-pooling is new and still in the experimental stage. However,

there are some tests of the concept either in the planning stage or in pilot test stages. Some

vendors like Transtar, which have been active in furthering Automatic Vehicle Information for

transit users, are now introducing compatible software for providing information on ride share

opportunities.

A related set of technologies involve dynamic scheduling of paratransit systems, a

process that links scheduling network software and AVL technologies.

Applications

Houston, Texas

Real-time carpooling is a major element in the Metropolitan Transit Authority of Harris

County’s Smart Corridor project, funded in part by FTA. The I-10 West corridor and the PostOak Galleria area provide the opportunity to test a comprehensive employer-based carp001

matching service. Most commuters in this corridor are suburb-to-suburb travelers and the area

is not well served by regular fixed-route bus service. The project is associated with an effort

to increase the number of two or three-person carpools on the Katy Freeway HOV lane in the

A.M. peak. The initial stages of the project will focus on near-term carp001 arrangements (trips

arranged the night before), but longer-term plans call for instant rideshare matching using an

interactive program tied into the database. Participants will initially access the database through

touch-tone telephones, but videotex systems will be used in the future. Employers have been

surveyed to determine their interest in the pilot project which will operate between the Addicks

park-and-ride lot and the Post Oak-Galleria area.l8

[18] Turnbull, Katherine, “The Use of Information Generation from Transit AVL Systems,” Proceedings of

the IVHS America Annual Meeting 1993, pp. 82-88.

15
Bellevue, Washington

The Bellevue, Washington Smart Traveler project is a major operational test of the

concept of dynamic ride sharing. The concept is to use access to real-time traffic information

as an incentive to encourage participation in a rideshare pool. Participants will use cellular

telephones through which they will receive computerized messages regarding real-time traffic

information and bus routes and schedules. An alphanumeric pager will be used to develop near

term rideshare matches. The objective is to eventually generate real-time dynamic carp001

matches. Pretests have been completed and an intensive marketing program is underway with

major employers. I9

Medford, Oregon

The Rogue Valley Council of Governments is about to begin a pilot program in which

they will test dynamic scheduling of paratransit service. The software, designed by Easy Street,

will allow for real-time insertion of trips and rerouting of paratransit vehicles. A deadreckoning/odometer AVL system will be used to track the location of paratransit vehicles.

Vehicle locations will be reported to base where the scheduling program will modify the prescheduled trip routing. Plans call for an initial test with clients of four headstart centers in early

1994. Four months later, an additional test will be conducted with the senior volunteer

program.20 (See also the Medford, Oregon description in Section 2.3.)

Portland, Oregon

Tri-Met is in the process of negotiating a bid for real-time paratransit scheduling.

Information on vehicle location will be fed back to the control center where the schedules will

be manipulated to reflect real-time changes in travel conditions.21

[19]

[20]

[21]

Cathy Blumenthal, Bellevue Smart Traveler, Bellevue Transportation Management Association.

Patrick Simmons, Easy Street Software.

Easy Street is in the process of developing dynamic scheduling software for paratransit systems.

16
Sacramento, California

One of the projects in the California Smart Traveler Program is a real-time rideshare

matching system in Sacramento. The concept is to provide rideshare information for single

trips, such as to the shopping mall. The program is still in the planning phase.22

2.3 MWLTIPROVIDER TRIP RESERVATION AND INTEGRATED BILLING SYSTEMS

Multiprovider trip reservations allow the traveler to obtain trip reservations and tickets

for a multimodal trip (portal-to-portal) from the initial carrier through inter-line agreements.

This would be based on inter-line ticketing and fare collection agreements by inter-regional

carriers, transit and paratransit providers in a metropolitan area.

An integrated billing system is one in which bills for the purchase of fares for all modes

are generated from a central source. For instance, if bus, subway, and air fares for one

complete trip were purchased by a credit card, the billing for each fare would be generated by

the credit card company.

This section differs from Section 4.2, Multimodal Smart Cards/Payment Systems, in that

this section describes reservation and ticketing for multiple transportation providers through an

integrated system. Section 4.2 describes smart card technologies that can be used for a variety

of transportation purposes, such as identification, trip payment, parking payment, etc.

State-of-the-Art Summary

Multiprovider trip reservation and integrated billing systems are being developed in North

America, primarily based upon the Mobility Management concept that was developed for FTA.23

Currently, there are systems being developed in Medford, Oregon, Winston-Salem, North

Carolina, and Northern Virginia.

[22]

[23]

Robert Ratcliff, California Smart Traveler, California Department of Transportation.

Jeffrey A. Parker and Associates and International Taxicab and Livery Association, Mobility Management

and Market-Oriented Local Transportation, Final Report, prepared for FTA Office of Technical

Assistance and Safety, March 1991, Report No. DOT-T-92-07.

17
Applications

Medford, Oregon

As described in the State of the Art - Update ‘92 report, the Rogue Valley Council of

Governments (RVCOG) is developing a mobility management project, called the Rogue Valley

Mobility Project (RVMP). The RVMP will demonstrate the use of advanced technologies to

provide users with access to information on public and private transportation services in order

to make choices among the available modes. The RVMP’s objectives are to support the

independence of and the competition between providers, and minimize the cost of public and

private mass transportation while maximizing patronage.24

In the fall of 1992, RVCOG selected a vendor for the RVMP. Phase I of the project,

which focuses on subsidized taxi and volunteer transportation services for elderly and disabled

individuals, is expected to be implemented in February 1994. The RVMP will consist of the

following major components:25

- Phone System - Consumers will call one central telephone number to obtain information

regarding transportation services and to make trip reservations. The system will use

automatic number identification to automatically identify clients of any participating

program.

- Software - The software (developed by Easy Street) takes client reservations and

registrations, develops routes and schedules, dispatches vehicles and drivers, and

generates reports and billings. The software can also monitor vehicle, driver, and client

activity, trace vehicle maintenance and availability, and maintain records of driver

training and experience.

- Data Transmission - Data transmission between the vehicles and the base site will be

accomplished via digital communications. The vehicles will be equipped with on-board

computers, or mobile data terminals, and the digital signals will be transmitted from the

dispatch center via radio waves or cellular technology. The participants will be able to

transmit information to each other via modem and/or local area network.

[24] Rogue Valley Council of Governments Request for Proposals for Mobility Management Project, July 14,

1992, p. 2.

[25] Rogue Valley Council of Governments RVMP Status Report, July 23, 1993.

18
l Fare Media - Magnetic-stripe cards will be used in place of cash, tickets and coupons.

Card readers will be placed in participating vehicles, and all financial transactions

between provider and subsidy agencies will be tracked using the cards. Passenger

consumption and provider information will be recorded electronically. The software can

analyze accounting and financial transactions to determine transportation providers’ and

subsidy agencies’ current accounts. The RVMP system, headquartered at RVCOG’s

offices, will also electronically administer the system.

In Phase II, RVCOG expects to add fixed-route transportation and possibly expand the

paratransit/specialized portion of the RVMP into Josephine County.

Winston-Salem, North Carolina

The Winston-Salem Transit Authority (WSTA) will develop and operationally test a

mobility management system for human services transportation. Future plans will involve the

fixed-route system. FTA and the North Carolina Department of Transportation, Public

Transportation and Rail Division are providing the funding for this project.

WSTA provides human service transportation to the Winston-Salem area through TransAID, a 17-vehicle paratransit service. WSTA issued a Request for Qualifications (RFQ) in July

1993 to obtain background information on potential system integrators. A Request for Proposals

(RFP) was to have been issued in the fall of 1993.

The scope of this project includes:

- Mobility Management Definition - Identify current system needs, functions,

characteristics and performance, refine hardware and software specification, and develop

an RFP;

- Mobility Management Acquisition for Human Service Transportation - Advertise the

RFP, review and analyze proposals, select a vendor, install and test the hardware and

software, conduct training, develop operating procedures, and inform the participating

human service providers and their clients on the practical application of mobility

management;

- Evaluation of Mobility Management - Monitor and assess the performance of the system,

analyze the integration of software (through the North Carolina State University’s APTS

Computational Laboratory), analyze the hardware, and investigate public-private

partnerships for future mobility management activities;

l Conduct Formal Evaluation and Research Program - Install a system to collect data for

evaluation, test alternative operating strategies for mobility management, and test

19
optimization routines of the scheduling and dispatching software for system performance

and cost impacts; and

- Fixed-Route Mobility Management Planing - Develop plans for an extension of the

mobility management from human service transportation to include fixed-route

transportation.

Northern Virginia

The Potomac-Rappahannock Transportation Commission has received funding through

the IVHS Corridors Program to operate (as a test) an enhanced ridesharing-route deviation

transportation system integrated with conventional transit and ridesharing in the Northern

Virginia suburbs of Washington, DC (Prince Williams and Stafford Counties). This operational

test will begin in 1994 and will last for over 2% years. The Advanced Ridesharing and Traveler

Information System will provide on-demand service through an audiotex request system which

uses scheduling software similar to that used by the taxi industry. Depending on the needs and

preferences of the system user, door-to-door transportation will be provided using both publicly

and privately owned vehicles operated by paid and volunteer drivers using vans, minibuses,

specialized public vehicles, fixed-route buses, and taxicabs. Users will be charged a standard

per-mile rate regardless of the type of vehicle used. System costs not recovered by fares will

be covered by the local agencies. Smart cards will be used to process transactions. A dispatch

center will be established and the necessary hardware will be installed in fifty vehicles.

Technologies are expected to include AVL (GPS-based) and telephones initially. Interactive cable

television and electronic bulletin boards are possible future enhancements to the system.

Other participating organizations include:

Northern Virginia Planning District Commission - providing a geographic information

system (GIS) for location/navigation/marketing services and project evaluation services;

Virginia Department of Rail and Public Transportation - providing project oversight, site

selection, and multimodal coordination;

Gandalf Mobile Systems, Inc. - providing location and communication hardware and

software;

UMA Engineering Ltd. - providing fixed-route/route deviation and demand-responsive

scheduling software and integration;

20
l Aegis Transportation Information Systems - providing route-deviation and single-trip

ridesharing system design; and

- SG Associates - providing project management technical assistance.

2.4 INTEGRATED FARE MEDIA

Integrated fare media are tickets that can be used on more than one mode, such as a

magnetic-stripe card that could be used for both bus and subway fares.

State-of-the-Art Summary

There are several North American transit systems that are utilizing integrated fare media

that can be used on several modes being operated by different transit agencies. The most

common application of integrated fare media involves the use of magnetically-encoded farecards

for both bus and rail modes. In addition to the systems described below, the Washington, DC

and Ann Arbor, Michigan systems, which also use integrated fare media are discussed in Section

2.5.

Applications

Oakland, California

The TransLink program is an effort by Oakland’s Metropolitan Transportation

Commission (MTC), San Francisco’s Bay Area Rapid Transit (BART) District and the Central

Contra Costa Transit Authority (CCCTA) to provide a magnetic-stripe farecard that can be used

on CCCTA and BART buses and BART subways. The TransLink farecard is an adaptation of

the BART magnetic-stripe stored-value farecard. It looks like a BART farecard with a different

logo in the center but has two columns - one to record bus values and one to record rail values.

The TransLink farecard does not expire.

At the time of the last State-of-the-Art Report, the TransLink program was in an

operational test phase. This lo-week test, conducted in early 1992, was declared a success since

21
the equipment only had three valid failures out of approximately 10,500 transactions.26

Currently, TransLink is fully operational, with all 115 “County Connection” (CCCTA) buses

and 45-50 BART Express buses equipped with on-board ticket validators.27 These buses serve

the suburban areas around five BART subway stations.

TransLink farecard distribution is being done manually. Pre-encoded farecards are being

sold at supermarkets and banks in the Contra Costa area. Also, there is a sales booth in one of

the five Contra Costa BART stations and one CCCTA sales location, which is a public outlet.

The farecards cost $75 for $80 worth of rides and $30 for $32 worth. “There are additional

discounts including as much as 75C on transfers from BART to BART Express or County

Connection buses. “28

According to the MTC, new ticket vending machines will be developed and placed in five

BART stations and in the major downtown destinations in Berkeley, Oakland, and San

Francisco.29 There will be one or two machines per station, for a total of about two dozen

machines. These machines will accept credit cards, debit cards (automated teller machine

(ATM) cards), and currency, but will not make change. The prototype machine was delivered

in mid-July 1993. MTC is expecting that the final vending machines will be delivered by the

end of 1993 or early 1994.

BART has over 300 fare gates, 10% of which are Cubic and the rest are IBM. The

Cubic gates are being retro-fitted to recognize the new TransLink farecards, so that all BART

fare gates will accept the new tickets.

[26] “Stored Value Cards Emerging as Cashless Bus Tickets,” Passenger Transport, November 23, 1992, p.

10.

[27] The on-board ticket validator is made by a French company and was derived from an implementation of

the same equipment in Hong Kong.

[28] “San Francisco Bay Area Launches TransLink Joint Ticketing,” Passenger Transport, May 3 1, 1993, p.

3.

[29] Joel Markowitz, Manager, Advanced Systems Applications.

22
“With the inauguration of the TransLink ticket, technical barriers to a truly universal

ticket that could be valid on any San Francisco-Oakland Bay Area bus, rail, or ferry system have

been overcome. "3 0

Los Angeles, California

The Los Angeles County Metropolitan Transportation Authority (LACMTA) (formerly

the Los Angeles County Transportation Commission) will be demonstrating a stored-value card

fare collection system, called MetroCard, which is similar to the TransLink system. The

demonstration project is a precursor to implementing a magnetically-encoded farecard to pay for

any bus, rail, or transfer trip throughout Los Angeles County.

“Each bus and rail station would have a validator [similar to the validator used for

TransLink], which accepts the MetroCard, deducts the appropriate value, prints the trip

information, and returns the card to the user. When the fare is deducted from the card, it is

recorded on the bus as each trip is taken.

“For continuing trips with transfers between buses in one property, between buses in

different properties, or between modes of travel in the same or different properties, the fare

deducted for the second and succeeding vehicles will automatically be adjusted in accordance

with the fare structure agreements.

“The on-board validator will maintain the records of the fares collected from the cards,

and when each bus returns to a garage, would download the recorded data into a personal

computer. Each night a central computer would poll each garage to extract the values deducted,

which would then be assembled by property and billed to the clearinghouse automatically. A

duplicate record would be transmitted back to each property for audit purposes. A similar

process would take place for the rail system.“31

[30]

[31]

“TransLink Starts in Contra Costa,” Passenger Transport, September 21, 1992, p. 4.

“Stored Value Cards Emerging as Cashless Bus Tickets,” Passenger Transport, November 23, 1992, p.

10.

23
This project was started in the spring of 1990. A decision was made in March 1991 to

implement a magnetic-stripe, stored-value card rather than a smart card.32 In December 1991,

GFI was awarded the contract for the MetroCard system. The MetroCard demonstration will

involve three transit agencies: Culver City Municipal Bus Lines, Foothill Transit, and the

Southern California Rapid Transit District Pomona Bus Division.33 In-service qualification tests

were to begin in October 1993. One hundred passengers were selected for the sixty-day inservice test. A ninety-day reliability test was scheduled for December 1993. The test involves

315 sets of bus validation units (mounted on the side of the existing fareboxes), including 199

units on Foothill buses, thirty on Culver City buses, seventy on LACMTA buses, and sixteen

spare units.

Eventually, it is hoped that MetroCard will be used as a one-ticket ride anywhere

throughout the Los Angeles area, including bus, light rail (Blue and Green Lines), subway (Red

Line), and commuter rail (Metrolink).

Advanced Fare Payment Media Study, Phase II

Phase I of the Advanced Fare Payment Media Study conducted by Echelon Industries,

described in Section 2.5, concluded that various smart card technologies could be used for transit

fare payment. Phase II will test several smart card technologies in the California cities of

Gardena, Torrance, and Los Angeles, as well as an additional site or sites selected by the

California Department of Transportation. As many as 25 vehicles will be equipped with smart

card reader/writer equipment, and the vehicles will be operated in a variety of environments,

including express and regular fixed route services.

[32] Volkmer, William, Project Manager, Fare Debitcard Project, LACMTA, “The Los Angeles Metrocard

Project: A Status Report - September 11, 1993,” presentation to the 1993 APTA Fare Collection &

Police/Security Workshop, Chicago, IL, September 11, 1993.

[33] Currently, LACMTA operates 2,300 buses over 200 routes. These buses are equipped with Cubic

fareboxes. Foothill Transit operates 199 buses on 12-13 routes in the San Diego valley. These are

equipped with GFI fareboxes. Culver City has 34 buses (with GFI fareboxes) that operate on 6 lines.

24
Ann Arbor, Michigan

A part of the proposed “Intelligent Transportation System” for the Ann Arbor

Transportation Authority (AATA) is the development of a smart card system that will provide

a dual transit fare/parking card to encourage automobile drivers to ride transit. AATA is

recommending the use of a proximity smart card, with the capability of handling multiple fare

categories and structures. AATA is proposing that the smart card be capable of handling two

payment strategies: cash (value cards) and credit. AATA has proposed that information kiosks

that are developed as part of their Intelligent Transportation System include the capability to

issue and update smart value cards.

Chicago, Illinois

On September 8, 1993, the Chicago Transit Authority (CTA) board approved the

purchase of a new revenue collection system based on magnetic stripe technology.34 This system

features a “stored-value” magnetic-stripe card, similar to that used in the WMATA Metrorail

system. This card will be used on both the rail and bus system, and will include the capability

to handle transfers.

The system, being installed by Cubic Automatic Revenue Collection Group, will work

in the following way:35

- Riders purchase the farecards from vending machines that will accept currency and credit

cards.

- Riders insert cards into rail turnstiles and bus fareboxes. The cost of the fare will

automatically be deducted, and the time will be recorded.

0 When riders transfer, the system will know to deduct only the cost of a transfer (30C)

based on the time recorded.

- Once the cost of rides totals the purchase price of a card, it is no longer usable.

[34] “CTA says it is going to hold line on fares in ‘94-at least for now, ” Chicago Tribune, September 9, 1993.

[35] “CTA plans smarter fareboxes,” Chicago Tribune, September 8, 1993.

25
One unique feature of this system will be the ability of the turnstiles to accept coins,

tokens, and monthly passes, as well as the new stored-value cards. Two rail stations will be

used to test the new system in mid-1994. If the testing is successful, the whole system could

be in place by late 1995. When fully installed, the system will cover CTA’s 147 rail stations

and 2,000 buses.

Also, CTA is considering a smart card system for use by the maintenance personnel who

open the vending machines.366 They would insert a smart card when opening a vending machine,

and the time the machine was opened and their identification would be recorded on the card.

When they close the machine, the time that it was closed would be recorded as well. CTA is

also considering smart cards for their disabled riders.

New York City, New York

The New York City Transit Authority (NYCTA) is in the process of testing and

implementing a new automated fare collection (AFC) system which is designed to replace the

existing token system.37 (The token system has been in existence for forty years.)38

MetroCard, which is the fare media that will be used in the new system, is a plasticized farecard

that has a magnetic stripe. The Cubic Automatic Revenue Collection Group’s system is a readand-write system, which allows for both time-based and stored-value transactions.39 (This will

allow the system to be upgraded to smart cards, eventually.) MetroCards will be swiped through

the top of the new turnstiles in rail stations and will be accepted on the fareboxes on buses.

MetroCards will be sold from the existing token booths and, in the future, will be distributed

through vending machines located in the stations (to supplement token booth sales) as well as

at outside distribution outlets.

[36] Joe Simonetti, General Manager, Revenue Equipment Technology and Maintenance, Chicago Transit

Authority.

[37]

[38]

David Weiss, New York City Transit Authority.

“The Coin of the Underground Realm: A Brief History,” The New York Times, Sunday, July 25, 1993,

Section E, p. 5.

[39] Dick Trenary, Vice President and Program Manager for Automatic Fare Collection, New York City Transit

Authority.

26
Cubic was awarded the contract for the AFC system, and installation of the new

electronic turnstiles began in October 1992. 4 0

o Between January 20 and February 2, 1992, 1,887

people participated in a test of the system. 41 As of October 1993, the system testing was being

expanded. Implementation in the first 69 rail stations has begun and will continue through

March 1994. NYCTA is performing the installations, which involve re-powering the stations and

modifying the communications system. The remaining 400 rail stations will be equipped

beginning in April 1995 and continuing through the end of 1997. The test of the MetroCard

system on buses is underway. Bus implementation will begin in June 1995 and be complete by

February 1996.

Mississauga and Toronto, Ontario

Mississauga Transit and Government of Ontario (GO) Transit (commuter rail system in

Toronto) are performing a demonstration test of electronic integrated fare media in the form of

a proximity card. This demonstration test, involving Mississauga Transit buses and GO trains,

will be performed in one commuter rail station that has feeder bus service (Clarkson).42

2.5 ELECTRONIC TICKETING AN-D AUTOMATED TRIP PAYMENT

Electronic ticketing involves the automated generation of tickets and automated fare

collection. Electronic ticketing can be accomplished with the use of non-cash media, such as

credit cards and/or debit (ATM) cards. Automated fare collection provides the capability to

obtain authorizations for credit/debit card payments and to collect detailed information on

revenue, passengers, and origins and destinations.

Automated trip payments are those payments made without a manual exchange of coins

or bills. Often, electronic ticketing provides automated trip payment through the use of

magnetically-encoded farecards or advanced card technology, such as smart cards. Advanced

[40]

[41]

[42]

“N.Y .‘s First Turnstiles Installed For Automatic Fare Collection,” Passenger Transport, January 4, 1993,

p. 8.

“N.Y. Subway Riders Satisfied With Electronic Fare System,” Passenger Transport, May 4, 1992, p. 8.

Brendon Hemily, Canadian Urban Transit Association.

27
card technology typically means plastic cards (credit card size) with a programmable memory

chip that can be used for identification, trip payment, and other travel-related functions.

State-of-the-Art Summary

Electronic ticketing and automated trip payment are technologies that are beginning to

be utilized in several transit agencies throughout North America. Frequently, these two

technologies go hand-in-hand (i.e., electronic ticketing often provides automated trip payment

through the use of advanced card technology or the more conventional magnetically-encoded

cards).

According to APTA, the use of advanced fare systems is significant as shown in Figures

2.143 and 2 2 44 . . 4

Applications

Chicago, Illinois

As reported in the State-of-the-Art - Update ‘92 document, the Regional Transportation

Authority’s (RTA) Payment and Control Information System (PCIS), was nearing completion

of Phase 1 - system design and development. The system was developed by a team of vendors,

lead by Applied Systems Institute, Inc. Phase 1 culminated in a two-week pilot test with 3-4

hand-held computers and smart cards that were kept on the vehicle (rather than issued to riders).

“Instead of recording rides with paper vouchers, PCIS prepares electronic trip records

through the interaction of portable terminals carried by drivers and smart cards issued to eligible

riders. Once a day, the electronic records stored in the terminals are downloaded to a central

computer for reconciliation against the day’s reservations. Routine transactions are processed

[43] APTA, “Transit Fare Summary as of January 1, 1993”, April 1993, pp. 20-68 to 20-69.

[44] Ibid, pp. 20-47 to 20-49.

28
50

40

30

20

1 0

0

Percent

&@ $ @ &

& & 44f Go 8 + a+

+ +Q &$“’ Go

Mode

Figure 2.1. Percent of Systems Using Magnetic Farecards

40

35

30

25

20

15

10

5

0

Percent

Figure 2.2. Percent of Systems Using Advanced Fare Equipment

29
for payment; late arrivals or trips without corresponding reservations are handled as

exceptions. “45

Phase II - implementation - began in January 1993 but has been interrupted while

problems with the hand-held units are being addressed. In late 1993, RTA was to have a test

using one carrier and be monitoring performance of the system.46

Washington, District of Columbia

WMATA is currently negotiating with Cubic to demonstrate a “proximity” smart card.

This card could be used by holding it near a reader, rather than having to insert it.47 The card,

which will be used in the Metrorail system and on Metrobuses, will have the capability of being

updated, and will have the capability to be used in parking lots.

The scope of this demonstration will encompass 5,000 passengers, fourteen Metrorail

mezzanines, twenty-one buses, and fifteen parking lanes. 48 The card technology will be a radiofrequency (RF) contactless card which is serialized, battery-powered, and will handle multiple

fare types (e.g., regular, student, elderly, disabled and employee fares). The current schedule

is for the first rail station installation to take place in April 1994, the first bus installation to take

place in August 1994, and the first parking lot installation to take place in November 1994.

Currently, WMATA is in the process of installing new farecard equipment, some of

which will accept credit and debit cards. Farecards can be purchased with credit and debit cards

at specific vending locations and with debit cards at certain ATMs. “NationsBank, which

dispenses fare media for use on WMATA, issues fare media of a predetermined value from a

cassette within the ATM. "4 9

[45]

[46]

[47]

[48]

[49]

Ognibene, PeterJ., “Role of Automated Identification and Fare Collection, ” Passenger Transport, July 13,

1992, p. 9.

Rich Mizeria, Chicago Regional Transportation Authority.

Peter Benjamin, Assistant General Manager for Finance, WMATA.

Miller, David, Director, Systems Support, Cubic Automatic Revenue Collection Group, “Uniform Fare

TechnologyDemonstration,” presentation to the 1993 APTA Fare Collection & Police/SecurityWorkshop,

Chicago, IL, September 10, 1993.

Franklin, Tom, “Fare DistributionMoves into the Next Century,” Mass Transit, July/August 1993, p. 33.

30
Also, WMATA Metrorail farecards and Metro Flash Passes are available through

TicketMaster. “The TicketMaster service permits customers to charge their purchases to their

credit cards, and receive the selected fare media from TicketMaster by mail. An added

advantage of the Fares-by-Phone program is that customers can subscribe to continuous,

automatic delivery of Metro fare media with just one phone call, providing a level of

convenience and accessibility previously unavailable. "5 0

Long Island, New York

The Long Island Rail Road (LIRR) has eighty ticket vending machines (TVMs) in

operation throughout their system (32 stations). Seven of these machines are manufactured by

Agent Systems, and accept only Mastercard or VISA for the purchase of monthly and weekly

tickets. They also have a touch screen for ease of use. The other 73 TVMs are manufactured

by Scheidt & Bachmann. Most of these TVMS accept debit and credit cards as well as cash.

These TVMs sell one-way, monthly and weekly tickets, and NYCTA tokens in groups of five.51

San Francisco Bay Area, California

The five new stations to be added to the BART system in 1995 will be equipped with

automated Scheidt & Bachmann ticketing machines that accept credit and debit cards and

dispense BART’s magnetic farecards. Scheidt & Bachmann is also providing TVMs (that accept

credit and debit cards) to some existing BART stations in order to add cashless payment

options.522 (See also discussion in Section 2.4 on BART TVMs.)

[50] “WMATA Riders Can Order Fare Media from TicketMaster,’ Passenger Transport, March 8, 1993, p.

7.

[51] Swanson, John, Manager, Automated Ticket Sales, LIRR, “Ticket Vending Machine Technology at the

Long Island Rail Road,” presentation to the 1993 APTA Fare Collection & Police/Security Workshop,

Chicago, IL, September 9, 1993.

[52] Bruce Davis, Marketing Director, Agent Systems, Inc.

31
Currently, BART’s disabled customers that need to use the elevators in BART stations

are issued proximity cards. This smart card serves as an identification device, and it calls the

elevator for the passenger.53

Northern Indiana

The Northern Indiana Commuter Transportation District (MCTD), the owner and

operator of the South Shore Line, is implementing a ticketing system based on bar codes to

replace the 60-year-old manual process of issuing and printing tickets. “New point-of-sale

terminals will automate all aspects of the South Shore’s ticket agents’ duties. The computerized

point-of-sale system eliminates the burden of printing and inventory control required with 95

different ticket types for a manual sales system. It also has audit and reporting advantages

allowing for daily balancing and instantaneous retrieval of daily activity reports by transaction.

“Ticket identification and printing security are other advantages of computerization,

making revenue collection more secure. Counterfeiting is deterred because the point-of-sale

hardware controls the printing on each ticket. With the aid of a computer program, each ticket

is uniquely identifiable with a bar code imprinted on the ticket at the time of its issue. There

is no duplication of this bar code. The bar code identifies who sold the ticket, where it was

sold, and other attributes. This makes it impossible for someone to counterfeit the ticket because

they would have to know what the security code is at the time of issue. Metallic inks are printed

as background on valueless ticket stock providing another means of ticket security.

“The computerized system also enables [MCTD] to monitor conductor remittances and

parking fees collected at stations. This provides MCTD’s transportation and accounting

departments with useful information about railroad activity. It also provides an accurate count

of passenger activity between stations. “54

[53]

[54]

Larry Kozimor, Program Manager, Automatic Fare Collection Systems, BART.

Matakovic, Boris, “Northern Indiana Automates South Shore’s Ticket System, ” Passenger Transport, June

7, 1993, p. 25.

Matakovic, Boris, “Collection by Digital Means,” Mass Transit, Volume XIX, No. 4, July/August 1993,

p. 32.

32
Ann Arbor, Michigan

The Ann Arbor Transportation Authority (AATA) will be developing an Intelligent

Transportation System (ITS). The ITS will implement and integrate several advanced transit

technologies, such as on-board vehicle and central control systems, farebox, destination sign,

enunciator, smart cards, adaptive signal control, and computer-aided dispatching (CAD).55 As

of October 1993, the proposals submitted in response to the request for proposals for the ITS

were in the process of being reviewed.

The overall ITS will have the following components:

l Operations Center Information System

- Communications

- Information storage and retrieval

- Computer-Aided Dispatch

l Vehicle System

- Vehicle Network System

- Peripheral Devices

- Vehicle status

l Traveler System

- Information services

- Smart cards

The ITS proposes the use of a proximity card as the preferred smart card technology.

The smart card will be used for passenger identification as well as fare collection. The card will

be capable of handling multiple fare categories, various pricing strategies, two payment options

(pre-paid and credit), and changes in fare schedules. In addition, the card will be capable of

multi-modal use - parking and transit. This is extremely useful for people who take transit to

work some days and drive on others.

[55] JRL, Associates, Inc., “Request for Proposals #276 Intelligent Transportation System,” prepared for the

Ann Arbor Transportation Authority, pp. 79-82.

33
Minneapolis/St. Paul, Minnesota

The Regional Transit Board (RTB) is evaluating the potential of smart cards to improve

paratransit service. RTB contracted with the Applied Systems Institute (ASI) to perform this

study, which began in August 1992. As of September 1993, the project was near completion.

AS1 performed the following tasks as part of this effort:

Evaluation of Metro Mobility Requirements,

Review and Evaluation of Available Technologies,

Definition of Operating and Management Procedures,

Recommendation of Preliminary System Design,

Development of Plans and Specifications for System Implementation, and

Development of Evaluation Plan.

A final report detailing the results of this study was expected to be available in the last

quarter of 1993.56

Northern Virginia

Since June 1992, the Virginia Railway Express (VRE) has used Schlumberger credit/debit

card ticket vending machines (TVM 2000) for fare collection. They have had success with the

equipment and a ‘proof of payment’ fare collection system. Fare evasion was less than 1/4 of

one percent, and its automated information and ticket ordering systems produced additional

savings.57

The VRE currently is testing a pre-production model of Schlumberger’s TVM 5000 at

Union Station in Washington, DC.588 (This is the same vending machine that is being installed

in Buffalo, Memphis, and Tallahassee.) The TVM 5000, an extension of the TVM 2000,

accepts credit and debit cards, coins, and bills.

[56]

[57]

[58]

Peter Ognibene, Applied Systems Institute, Inc.

Waldron, Thomas R., “Virginia Railway Express Nears First-Year Mark, "* Passenger Transport, April 19,

1993, p. 19.

Cameron Muhick, Supervisor, Ticket Vending, Virginia Railway Express.

34
VRE, along with Schlumberger, is currently designing the next stage of the TVM 2000.59

The new TVM 2001 is ADA compliant. It is expected that there will be one TVM 2001 located

in each VRE station. It is likely that this ADA compliant machine will give voice instructions

along with Braille.60

VRE is also examining the possibility of supplementing the TVMs at heavier vending

locations with Ticket Issuing Machines (TIMs). TIMs are clerk-operated, countertop machines

like state lottery ticket-issuing machines, but with TVM features that the clerk could use to issue

tickets to customers. Any fare type and combination could be issued from this machine. VRE

is planning to strategically place these machines in each fare zone. It is hoped that the TIMs

will be tested during 1994.

Boston, Massachusetts

Within the next two years, the Massachusetts Bay Transportation Authority (MBTA) will

be eliminating the use of tokens by implementing an automated fare collection system. This new

system will be implemented across the bus, rapid rail, and light rail systems. In May 1993,

three different electronic farecard systems were demonstrated at three MBTA rail stations to

obtain passenger opinions and other data. The three fare collection systems were:

l Farecard swiped through the top of an electronic turnstile;

l Farecard entered into one end of the turnstile, and it comes out on the other end; and

l Farecard held up to a “proximity reader” .

61

Passenger opinion was favorable on all of these advanced fare collection technologies,

although none of them stood out above the others. According to the MBTA,62 this new system

will be seamless between all modes (except commuter rail), will employ read-write entry

turnstiles, and will include ticket vending machines.

[59]

[60]

[61]

[62]

Bertrand Moritz, Marketing Manager, Schlumberger Technologies.

Howard Shock, Consultant to the Northern Virginia Transportation Commission.

“MBTA officials will soon choose from 3 automated fare systems,” The Boston Globe, May 9, 1993.

Brown, James, Chief Revenue Officer, MBTA, “Revenue Services Management,” presentation to the 1993

APTA Fare Collection & Police/Security Workshop, Chicago, IL, September 11, 1993.

35
Delaware

The Delaware Department of Transportation has been selected by the U.S. Department

of Transportation under the IVHS Operational Test Program for a field operational test of smart

cards. The Smart Delaware Authority for Regional Transportation project involves testing smart

cards in their entire fleet of 128 urban transit buses. The purpose of this test is to introduce

smart cards as fare instruments and as a means for local employers to offer their employees one

payment/identification mechanism for a variety of work site services. Employers could offer

the smart card to their employees as electronic fare for the bus system (which qualifies for state

and Federal tax credits), as an identification device, as an access card (if the work site has

limited access locations), as a payment mechanism for cafeteria meals, etc. As a fare payment

device, this smart card could be a significant part of the employer’s employee trip reduction

(employee commute option) program, which must be submitted in January 1994. As of

September 1993, three employers had stated their interest in participating.

The employers will make the smart cards available to their employees and will coordinate

with the smart card vendor through the transit system. There will be a financial clearinghouse

function, and the cards will serve either as a debit or credit card for the transit fare, depending

on which option the employer chooses. The fare will be electronically removed from the

employee’s card. Likewise, an electronic transfer from the employee’s account will be used to

replenish the card’s stored value or to pay for charged trips.

Recent developments in the smart card industry has caused the Delaware DOT to reassess

the smart card options. As of September 1993, the selection of smart card technology had not

been made. 63

New Jersey

New Jersey Transit (NJT) has an innovative approach to fare collection on buses that

operate out of the Maplewood Bus Garage. At the start of each bus operator’s shift, the

operator swipes their identification (ID) card through a reader, and enters their employee ID

[63] Wayne Spaulding, Assistant Director, Program Development, Delaware Transportation Authority.

Bee Buergler, Senior Associate, JHK & Associates.

36
number and the route that they will be working. A personal computer (PC) then downloads fare

structure information on that particular route to a small module that is physically inserted into

the automated farebox on the operator’s bus. This unit gives the farebox “intelligence. ” For

example, the farebox knows that if the operator indicates that the person paying the fare is an

adult, the correct fare is $1.00. If the farebox receives 9Oc, it will not allow the bus operator

to issue a ticket to the adult until the $1.00 has been deposited into the farebox. Also, the

operator communicates with the operations center at the Maplewood facility through a Motorola

unit that has a keypad and display unit. The operator indicates to the unit when a run is starting,

when a run is finishing, etc. This information is used along with their AVL system to pinpoint

exactly where any vehicle is at any given time. 644 (More information on NJT’s AVL system is

contained in Section 3.1.)

California

The State of California, Department of Transportation (Caltrans), in partnership with the

FTA, will develop and implement a field operational test of a computerized system capable of

integrating various advanced fare media technologies and processing systems. Echelon

Industries’ work on the Advanced Fare Payment Media Study, Phase II, is an integral part of

this field operational test. (See Section 2.4 for a description of the Echelon project.) Tests will

demonstrate on-board electronic transit fare and data collections, and on-site travel support

services, such as congestion and parking management. The project will investigate systems

applications, fare reciprocity among service providers, and real-time operational funds

allocations and transfers. Evaluations of the tests with regard to operational and behavioral

characteristics will be conducted by an independent university team.

Following the tests and evaluations, issues and applications will be recommended for

further research and problem-solving to increase the potential for a viable inter-agency, multimodal use of smart cards leading to seamless travel. Future activities include integrating

[64] Sharish Gupte, Director of Operations System Development, New Jersey Transit

37
electronic advanced fare media with travel services, consumer choice of payment methodologies,

and the development of national or regional travel passes.65

Department of Health and Human Services Ride Tracking Project

The Department of Health and Human Services (DHHS) is sponsoring a project to

research, develop, and market a universal system for DHHS and urban and rural public

transportation systems which would track passenger trips automatically, calculate discount fares,

process fares, and transfer data to accounting for billing and market analysis. This “Bide

Tracking Project” is being conducted by Information Management International, Inc. (IMI) in

cooperation with the International Public Works Federation and several hardware manufacturers.

The project uses low-cost technology and is to be compatible with existing fare processing

methods (e.g., cash, token, paper tickets, debit cards, and credit cards).

Initially, the project will track DHHS-subsidized trips by persons with physical and

mental disabilities and possibly other participants in DHHS programs. The system could

ultimately identify vehicle locations, transmit vehicle and passenger data to traffic management,

and deliver information to drivers and passengers. The project is in the second of three phases:

- Develop concept and design (conducted from June to December 

- Engineer and test prototypes, and

- Commercialize proven products.

As part of this project, IMI developed an electronic identification card that is usable by

most transportation systems, whether they employ manual or automated fare collection. Each

card includes an identification picture, magnetic stripe (and/or integrated circuit), contact (and

contactless/proximity) port, printed and embossed (or Braille) name and expiration date, and

orientation detector. Cards issued for general trips can be processed by readers at transportation

facilities. Cards issued for special purpose trips must be activated first by readers at service

facilities, where users are authorized to obtain services. Security measures include incremental

activation so that a card only can be used by one person at a time. The system also handles

[65] California Department of Transportation, “CALTRANS Automated Transit Pass ‘Smart Card’ Project,”

write-up provided on August 11, 1993.

38
multiple subsidy programs by one or more sponsors. In addition, the system is designed so that

it can either be used in conjunction with existing fare processing methods or integrated into

health security cards or other new electronic technologies. This system has yet to be applied

in regular use.66

Transit Cooperative Research Program - Fare Policies, Structures, and Technologies

The Transportation Research Board (TRB) recently awarded a Transit Cooperative

Research Program (TCRP) Project on Fare Policies, Structures, and Technologies to

Multisystems, Inc. “The objective of this project is to provide guidance for use by large and

small transit agencies in developing and implementing fare policies to meet their social,

financial, and service needs. This project should produce:

- an evaluation of alternative fare structures;

- a review of current and emerging fare-collection and media-distribution technologies;

- an analysis of relationships between fare policies, structures, and technologies; and

- techniques and guidelines to enable transit agencies to evaluate appropriate structures and

technologies in making fare-policy decisions. “67

Phase I of this project, which involves a “state-of-the-art review,” is underway.68 The product

of this phase of the project will be a preliminary analysis and evaluation of the interrelationships

among fare policies, structures, and payment/collection technologies.

Canada

Various locations in Canada have implemented or will be implementing electronic

ticketing and automated fare payment systems.69

- In Niagara Falls, Ontario, Niagara Transit has implemented a magnetic-stripe storedvalue card using Cubic’s Fast Fare Processor system. This system has an “electronic

[66]

[67]

Robert Tanenhaus, President, Information Management International, Inc.

TRB, Transit Cooperative Research Program: Research Project Statement, TCRP Project A-l, FY ‘92,

“Fare Policies, Structures, and Technologies. ”

[68] Daniel Fleishman, Multisystems, Inc.

[69] Brendon Hemily, Canadian Urban Transit Association.

39
transfer system, ” which uses encoded magnetic-stripe transfer cards, issued on the first

vehicle, and validated on the second.

- In Ajax, Ontario, Ajax Transit has a smart tag system that has been in place for two

years. This system checks for an ID number that indicates that a monthly transit pass

was purchased. In the first year of operation (1991), the system only handled student

IDS. Currently, the system has been extended beyond the student population.

- In Burlington, Ontario, Burlington Transit has purchased optical card readers as part of

a monthly-pass validation system.

l The Societe de Transport de L’Outaouais in Hull, Quebec is purchasing a proximity card

system.

IC/Smart Card and RF Communication Industry Study

The Volpe Center supported a study, Phase I of which was completed in February 1993

that examined the smart card industry. The objectives of this study, which was performed by

Coopers & Lybrand, included a review of smart card industry suppliers (including component

manufacturers, system developers, and system integrators) and the assessment of smart card

technology focusing on the non-contact RF/ID segment.70

This study involved the following tasks:

l Assemble background information,

l Segment industry,

l Identify potential product suppliers,

l Establish evaluation criteria,

l Identify issues,

l Conduct interviews, and

- Summarize findings.

The issues and influencing factors suspected to impact system design and operation were

divided into four areas in the report, The following issues were covered:

l Technology Component Issues

- Communications

- Location of system intelligence

[70] Coopers & Lybrand, IC/Smart Card and RF Communications Industry Study,Final Report, prepared

for the Volpe Center, March 5, 1993, p. 1.

40
- Electrical power

- security

- Centralized vs. decentralized

- speed

- Growth

l System Issues

- System integration

- Single vs. multiple technology approach

- Proprietary vs. non-proprietary considerations

- Developing new solutions

- Points of failure

- Availability and maintainability

- Ease of use

- Complexity of system

- Application Issues

- Environmental concerns

- Route adherence

- security

- External Influencing Factors

- Standards

- Environmental

Each issue was discussed, and several key questions and points were raised for consideration by

agencies about to implement systems and for future research.

Multi-Use Remotely Interrogated, Stored-Data Cards for Fare and Toll Payment Study

The FTA, through the Volpe Center, is sponsoring a study of multi-use smart cards for

toll and fare payment. This study, which is being performed by Coopers & Lybrand, consists

of three tasks:71

l Survey of existing stored readable/writable data card systems technology for fare and toll

payment or other applications, including:

- Conducting data card industry research

- Conducting transit systems and applications research

- Conducting external factors research

[71] Coopers & Lybrand, “Multi-Use Remotely Interrogated, Stored-Data Cards for Toll and Fare Payment,”

presentation to the IVHS America APTS Smart Card/Smart Tag Systems Working Group Meeting, June

29, 1993.

41
- Analysis and development of system requirements for a stored-data multimodal fare and

toll card system, including:

- Collecting user needs and expectations

- Performing analysis

- Design of conceptual prototype, including:

- Prototype system design

- Design analysis

A draft of the first tasks’s final report was submitted to the Volpe Center for review in

August 1993.

Advanced Fare Payment Media Study

In 1992, Echelon Industries performed a feasibility study of advanced fare payment media

for the public transit industry (under a Small Business Innovative Research Phase 1 grant), This

study:

- Reviewed advanced fare media technologies, vendors, and transit and other applications;

- Surveyed the transit industry to determine:

- Fare collection equipment currently in use,

- Type and frequency of fare classification surveys,

- Type of fare media currently used,

- Type of fare structures in use,

- Perception of change in ridership with advanced fare payment media,

- Current average system fare,

- Current cost of fare collection,

- Acceptable costs for advanced fare payment media systems,

- Acceptable transaction times,

- Importance of data provided by advanced fare payment media,

- Importance of various operational parameters, and

- Constraints to implementing an advanced fare payment media system;

- Interviewed several transit and related agencies; and

- Determined a preferred strategy for implementing an advanced fare payment media

demonstration.

In the first step of this last task, Echelon recommended that a demonstration be structured

such that the technology or system elements that are most questionable are tested, taking into

42
account the defined needs of the industry. Further, four generic applications for advanced fare

payment technologies were suggested: the corporate card, the basic card, the advanced fare card,

and passenger transaction systems. These alternatives would then be evaluated

In the second step, Echelon suggested that selection of a fare payment system be based

on the problems or concerns, rather than on the size or function of the operation. For the most

comprehensive demonstration program - a passenger transaction system - Echelon identified

subsystem elements (user interfaces, on-bus systems, central control, etc.).

Once the demonstration program and card systems are selected, the specific card

type/technology would be selected. Echelon identified fare card technologies (e.g., contact,

contactless, RF) and fare cards (corporate, basic, etc.) in terms of transit needs.

The final step in selecting the card type/technology would involve the examination of

costs. Echelon identified fourteen subsystems and estimated per unit cost for each subsystem

by card type.72

[72] Echelon Industries, Inc., Advanced Fare Payment Media for Public Transit: A Feasibility Review,

Final Report, prepared for SBIR Phase 1 Contract DTRS-57-92-C-00030, July 1992.

43
3. SMART VEHICLE TECHNOLOGY

The “Smart Vehicle” incorporates many of the vehicle-based APTS technologies and

innovations for more effective vehicle and fleet planning, scheduling, and operations. Whereas

Smart Traveler technology focuses on passengers and directly increasing the ease and

convenience of using transit (the “demand side”), Smart Vehicle technology focuses directly on

the vehicle, improving the efficiency and effectiveness of the service provided (the “supply

side”), and on passenger safety. By making transit more efficient and reliable, it should be more

attractive to prospective riders, transit operators, and the municipalities they serve. The

technologies and innovations described in this chapter are:

l Communications Systems,

l Automatic Vehicle Location,

- Transit Operations Software, and

l Automated Demand-Responsive Dispatching Systems.

3.1 COMMUNICATIONS SYSTEMS

Telecommunications technology development is in a growth period. A major stimulus

for this growth is a need to make better use of the crowded electromagnetic spectrum to

accommodate ever growing communication needs.

The public transportation community already makes substantial use of communications

in everyday operations. Implementation of the “Smart Vehicle” and the application of APTS

technologies to public transportation will bring about additional communications requirements.

The benefits Smart Vehicle concepts will bring to public transportation will depend upon

effective communications.

Whether existing communications capabilities and spectrum can support these additional

communications requirements is subject to review and analysis at this point.

State-of-the-Art Summary

APTS and Smart Vehicle technology will require communications for such functions as:

45
Bus and control center communications

- Voice

- Data - AVL, APC, Mechanical Health

- Emergency

Revenue systems

- Fare payment

- Auto toll payment

Park & ride operations

HOV/Express Bus Lane access

Adaptive signal systems

Intermodal communications

Workplace/home transit & intermodal information

Wayside/transfer center transit & intermodal information

On-board information

Presently, public transportation mainly uses conventional land mobile communication

services. The additional requirements brought about by the introduction of IVHS technology

to public transportation, make it unlikely currently utilized communications and spectrum

capability will meet these new requirements. This will be especially true for the transition

period when IVHS technology will be phased in, but current operations must continue

uninterrupted.

Alternative communication approaches will be necessary for the smart public transit

vehicle functions noted. Some of these alternatives include:

o Low earth orbit satellite services: satellite communication services under development, i.e.,

IRIDIUM system.

l Analog/digital cellular: Conventional cellular services cover most metropolitan areas but are

nearing saturation levels; Digital cellular will expand availability.

l FM subcarrier radio data system (RDS): Traffic and other information can be transmitted in

frequency sidebands of commercial FM radio stations.

46
l Personal communication services (PCS): PCS services are still in the development stages,

but will allow communications anywhere.

l Spread spectrum systems: Rather than operating at a single frequency, spread spectrum

systems transmit a low power signal with the information to be transmitted distributed over

a band of frequencies. “Receiver intelligence” is used to decode the transmitted information.

Of all the APTS functions noted which will require communications, by far the most

critical function is the bus/control center link. Most systems which radiate energy must be

licensed by the Federal Communications Commission in terms of their use of the electromagnetic

spectrum. Many of the functions can be satisfied by low power unlicensed electromagnetic

devices. However, the bus/control center link requires communications coverage over a

metropolitan area, which dictates a licensed service.

The bus/control center communication requirement for traffic advisories may be satisfied

by broadcast services instead of direct dedicated communications links. Typically, information

could be overlaid on transmissions by conventional commercial FM radio stations and other such

transmitters. Some examples of this approach are advanced highway advisory radio and RDS.

Such approaches, while operational in Europe, are for the most part only at the conceptual stage

in this country.

Those functions which require detailed information such as route guidance, and safety

and warning messages may require a dedicated communication link. Public transportation may

have to turn to alternative telecommunication approaches, such as those listed above, to meet

these requirements.

The selection of an approach will not only depend on meeting performance requirements,

but also the cost of operation, and the availability of spectrum. Use of state-of-the-art

commercial communication services, rather then transit property operated systems, must also be

considered.

An alternative to using dedicated spectrum for smart vehicle communications is to seek

status as a secondary user, where permission to operate on a non-interfering basis to primary

users may be possible. Spread spectrum techniques lend themselves to such applications, since

only low power signals need to be radiated at any given frequency, and “receiver intelligence”

is used to. reconstruct the transmitted information. Digital cellular is an example of this

47
approach. Analog cellular systems have approached a saturation level, and the application of

spread spectrum techniques will allow an improvement in spectrum utilization efficiency of from

3 to 15 times for digital cellular systems.

Applications

Other than trunked communications systems, current applications of new communication

technologies are limited. Such activity is expected to grow in the future.

3.2 AUTOMATIC VEHICLE LOCATION SYSTEMS

Automatic Vehicle Location (AVL) systems are computer-based vehicle tracking systems.

Initially used for military purposes, they are now used extensively to monitor transit and trucking

fleets and are beginning to be used to monitor police cars and ambulances. In transit

applications, the system measures the actual location (real-time position) of each vehicle. The

actual location can be compared with its expected position (based on the schedule) and this

information relayed to the central base station or dispatching center. The potential for improving

on-time schedule performance and data collection is evident. Data generated over a period of

time can be used to adjust schedules and routes and be used for planning and management

activities. This should result in more efficient and reliable transit service.

Real-time vehicle location also provides the basis for additional benefits for a transit

operation. A silent alarm can be activated by a driver in an emergency and police (or other

emergency services) can be dispatched immediately to the location of the bus. AVL can be

linked to Automated Traveler Information Systems by providing exact updates on the location

of the vehicles. This can be conveyed through pre-trip information systems (e.g. automated

telephone), or through monitors in terminals or at transfer points. The system may be connected

to vehicle component monitoring, so that conditions out of tolerance may be flagged, and

dispatch alerted. This allows a bus in danger of breaking down to be removed from service

before costly repairs are required o r passengers are inconvenienced. Bus location information

could be combined with automatic passenger count data, and communicated to the dispatch

center in real time. The dispatch center could include the approximate load of the next couple

of buses to arrive, along with their arrival times, in wayside passenger information systems.

48
Passengers could then choose to wait for a less-crowded bus. Bus location information could

also be used for automated actuation of traffic signal preferential treatment for buses so late

buses can be granted priority to catch-up to schedule.

Rail services have been using a form of AVL for many years. Given fixed guideways

and uniformity of vehicle size it is possible to identify vehicles when they pass points where

sensors have been located. Communications are also simplified with rail since there is a

dedicated right-of-way in which to place wires and therefore no need for complicated radio

systems. For buses, conversely, the task of tracking buses along city streets and in urban

canyons is far more difficult.

The primary components of any AVL system are:

l A method of position determination,

- A means of communication with the dispatcher in real time, and

l A central processor capable of storing and using transmitted information.

Addressing each of these components involves a number of critical decisions that must be made

in light of the objectives of an individual bus system, what it wishes to gain from an AVL

system, and the level of resources available, both financial and human. In response to a survey

conducted in February 1993 by Trimble Navigation, most transit authorities indicated an interest

in the following:

l Improved schedule adherence,

- Maximum driver and passenger safety,

- Better vehicle utilization, and

- Real-time rerouting capability.

These can be addressed with AVL. However, the cost of an AVL system is a major concern,

especially’ for small and medium-sized systems.

State-of-the-Art Summary

There are several types of AVL systems in existence (categorized by location

technology):

- Signpost /Odometer,

- Radio Navigation/Location, and

- Dead-Reckoning.

49
The most common form of AVL applied to transit continues to be the signpost/odometer

system, which involves a series of beacons along the bus routes. These are normally mounted

on utility poles and send out a low-powered signal which can be detected by a vehicle fitted with

a receiver. The signposts each have their own ID, so when the vehicle relays each signpost’s

ID to the control center, the dispatcher knows the position of the vehicle. The signposts are

spread throughout the system and the vehicles’ progress between them is calculated, using an

odometer that measures wheel rotation.

This technology is well tested having been employed by transit systems for a number of

years. However, it is limited due to the requirement that signposts be placed at known

locations, and it requires high levels of maintenance. It can only operate where signposts are

located, which limits the potential for making major changes in bus routes or could require the

installation of a large number of signposts. Several major bus systems are in the process of

installing signpost/odometer systems, primarily because of the reportedly lower cost of the

equipment involved.

Ground-based radio systems include Loran-C (Long Range Aid to Navigation). Loran-C

is a land-based radio navigation system which uses low-frequency waves to provide signal

coverage. It determines location, based on the reception of transmissions and associated timing.

Drawbacks for land vehicle location is its susceptibility to radio-frequency and electromagnetic

interference. Interference from close proximity to overhead power lines and substations in urban

and industrial areas can cause significant errors (as much as 1,000 meters) in Time Difference

calculations. There are also problems with signal reception in urban canyons. As a result,

Loran-C is no longer widely used for intensive real-time vehicle tracking. Baltimore, which has

a Loran-C system operating, is now moving to GPS. Champaign-Urbana, Illinois, which had

an early Loran-C system, abandoned it four years ago.73

There is, however, a form of ground based radio system which is proving to be effective

in generalized vehicle tracking. In the Los Angeles area, for example, a private vendor, PacTel

Teletrac, serves a variety of clients in several different businesses including: package delivery,

an ambulance service, a sanitation service and a transit system. PacTel Teletrac services are

[73] Jim Dhom, Champaign-Urbana Mass Transit District.

50
supported by a radio location system that operates on radio frequencies in the 900 MHz band.

Transmitting and receiving towers are placed strategically throughout the metropolitan region.

By triangulating the signal at its receiving towers, PacTel is able to locate a vehicle within 150

feet. Positions of vehicles are relayed back to subscribers’ base stations where they are shown

on display maps. Multiple users of the radio towers leads to a relatively low subscriber’s rate.

An increasing number of transit operations are moving towards the space-based Global

Positioning System (GPS). 24 U.S. Defense Department GPS satellites have been deployed, and

are available for civilian purposes. Three are test satellites and will soon be lost; however, they

will be replaced. There is no charge for use of the satellite signals. This technology offers the

flexibility which is not available with signposts. The concern with this type of system rests

primarily with the newness of the application to large scale transit operations. To date, no North

American city has a fully operational GPS tracking system for its transit operation. Several

cities are either in the planning phase, conducting operational tests, or installing such systems

system-wide. Given the flexibility involved with GPS, it is now possible to consider application

to demand-responsive paratransit systems where the primary motive is increased efficiency of

service and improved vehicle allocation. Rural public transportation systems are also

considering use of GPS to monitor vehicles in remote areas.

A number of technological issues are being addressed. These include: the level of

accuracy required and provided, reliability of position reporting, frequency of polling, selection

of communication devices, and selection of display systems. With the U.S. military employing

selective availability (SA) of the satellites, which results in decreased position accuracy, a

number of transit operations are considering installing “differential GPS” (DGPS) which can

correct for this inaccuracy. Under DGPS, a GPS receiver is placed at a stationary site whose

location has been precisely determined. The difference in the known location and the GPSmeasured location is used to improve the accuracy of the position determination of the vehicles.

Concerns about consistency of SA with GPS in “urban canyons” is leading transit systems to add

dead-reckoning to supplement GPS tracking systems.

The limited number of radio frequencies available in many urban areas has proven

difficult for many transit agencies. This has dictated polling rates for AVL systems and led

some transit systems to consider “exception reporting,” i.e., the bus will only report its position

51
to central dispatch if it is off schedule. Otherwise, the dispatcher assumes the bus is on

schedule.

The issue of map display systems is one that a number of operations are weighing against

cost. The U.S. Census Tiger files, although “free,” require considerable editing in order to be

usable for transit. The number of map production companies and GIS software vendors

continues to increase. The challenge is to select a viable system that will display the vehicle

position and still fit within the agency’s budget.

Applications

Table 3.1 contains a listing of known transit AVL systems or plans in North America,

as of September 30, 1993. A representative sample of applications using the various

technologies follows.

A. Signpost/Odometer

Halifax, Nova Scotia

Metro Transit has all 168 of its vehicles equipped with magnetic wheel sensors that

respond to a signpost AVL system. This AVL system has been operating since 1987. Location

data is generated every eighth rotation of a tire, is gathered by an on-board microprocessor, and

is transmitted to the dispatch center by way of radio relay every thirty seconds during peak time.

Two radio frequencies are available: one for digital data, the other for voice. The system also

has the capability of providing for passenger counting and monitoring the buses’ mechanical

systems.74

[74] Moss Mombourquette, Metro Transit, City of Halifax, Nova Scotia.

52
Table 3.1 North American Transit AVL Systems

Sources: the agencies; Pekilis, B. and G. I-leti, Automatic Vehicle Location and Control Svstems for Small and Medium Ontario Transit

Properties: Phase I Report (Final), Transportation Technology and Energy Branch, Ontario Ministry of Transportation, January 1992.

Text in italics represents new information since the last state-of-the-art report.

Key:

Vehicles - Number equipped/Number owned

$M - System cost in millions of $, when purchased. US Agencies - US$, Canadian Agencies - Canadian $.

Location - The location technology: SO - Signposts + Odometer; LC - LORAN-C; GPS - Global Positioning System; DR - Dead

Reckoning + signposts; GBR - Other Ground-Based Radio.

Freq. - The number of frequencies dedicated: numbers in the format a/b, indicate a voice channels and b data channels.

Poll - Time between polls (seconds). * = exception reporting strategy employed.
Table 3.1 (con’t) North American Transit AVL, Systems

Sources: the agencies; Pekilis, B. and G. Heti, Automatic Vehicle Location and Control Svstems for Small and Medium Ontario Transit

Properties: Phase I Report (Final), Transportation Technology and Energy Branch, Ontario Ministry of Transportation, January 1992.

Text in italics represents new information since the last state-of-the-art report.

Key:

Vehicles - Number equipped/Number owned

$M - System cost in millions of $, when purchased. US Agencies - US$, Canadian Agencies - Canadian $.

Location - The location technology: SO - Signposts + Odometer; LC - LORAN-C; GPS - Global Positioning System; DR - Dead

Reckoning + signposts; GBR - Other Ground-Based Radio.

Freq. - The number of frequencies dedicated: numbers in the format a/b, indicate a voice channels and b data channels.

Poll - Time between polls (seconds). * = exception reporting strategy employed.
Kansas City, Missouri

The Kansas City Area Transportation Authority, which has had a signpost/odometer

system installed since 1989, has experienced considerable benefit from the system. Schedules

have been fine tuned, and on-time performance has increased substantially to over 90 percent.

Yet the system has also had its share of challenges. The cost in personnel time required for

system installation and the continuing cost of maintenance of the individual beacons on utility

poles has been considerable. Most vexing has been software maintenance since the vendor

which installed the system (F&M Global Communications) is no longer in business. Kansas City

is currently reassessing its system and existing options.75

Norfolk, Virginia

A similar system is operating in the Tidewater Transportation District in Norfolk,

Virginia. Like Kansas City, the system was developed by F&M Global Communications and

uses a signpost/odometer system. The 151 vehicles in the fleet are polled every forty seconds

and information is transmitted over dedicated radio frequencies to the central control facility.

The system also includes a silent alarm and monitors brake air pressure, engine temperature, and

oil pressure.76

San Antonio, Texas

The VIA Metropolitan Transit System uses a signpost/odometer system on all 531 fixedroute buses in its fleet but not on its paratransit vans. The system, which has been in operation

for six years, uses two radio channels for voice and data and polls each vehicle at sixty second

intervals. Buses have emergency notification systems but no passenger counters. VIA is

concerned about the heavy maintenance expenses associated with their system and its software.

[75] John Dobies, Director of Transportation, Kansas City Area Transportation Authority, presentation at

Midwest Regional IVHS Conference, September, 1993.

[76] Turnbull, Katherine, “The Use of Information Generated from Transit AVL Systems, ” Proceedings of the

IVHS America Annual Meeting 1993, pp. 82-88.

55
They plan to install GPS on the complementary paratransit system and, subsequently, reevaluate

the fixed-route system as to potential conversion to GPS.77

Ottawa-Carleton, Ontario

The Ottawa-Carleton Regional Transit Commission AVL system is in the post-prototype

phase, but is still under development. The system uses signposts with sensors installed on all

825 buses. Detectors are located on utility poles along an exclusive transit way. Signals are

sent to the depot via telephone lines. The depot does not poll the vehicles on a regular basis;

rather, the system operates by “exception reporting,” whereby a vehicle only reports its location

if it is not running on time. Otherwise the central computer assumes the vehicle is at its

scheduled location. Drivers are notified via radio if their bus is running late, which is the only

action taken. Ninety of the buses are equipped with passenger counters that include

microprocessors and infrared light beam detectors to record passenger boardings and alightings.

Although they do not report passenger count data to the dispatch in real time, the data are used

in scheduling activities.78

New Jersey

New Jersey Transit, a state-wide operation, has just installed a signpost/odometer system.

All 1,900 buses are equipped, although only 300 are included in the current operational pilot

test. The entire project is estimated to cost $27 million. Twenty-two frequencies are allocated

to the system in northern New Jersey (two for digital data and twenty for voice). In southern

New Jersey, one frequency is dedicated to digital communication and five for voice. The system

has experienced some software problems that are currently being addressed. Nevertheless, the

information received seems accurate. Data is transmitted either every time a signpost is passed

or every ten minutes, whichever is shorter.799 Similar signpost/odometer systems are in the

implementation phase in Albany, New York and San Mateo, California.

[77]

[78]

[79]

Kevin Stanush, VIA Metropolitan Transit, San Antonio.

Helen Gault, Ottawa-Carleton Regional Transit Commission.

Mark Revis, New Jersey Transit (Bus Operations).

56
Hull, Quebec

The Societe de Transport de L’Outaouais (STO) has a well-established SAGEPAS

automated bus fleet management system. The system operates by using in-vehicle

microprocessor-based control units developed by Gandalf Technologies. These respond to the

proximity signposts which are located strategically along the fixed routes. Buses pass an average

of two signposts on each run. In the next polling sequence the on-board unit informs the base

station that it passed a signpost, and the position is updated. A transmission odometer which

is mechanically connected to the wheels is used to estimate the position of the bus between

signposts. Drivers have displays with time of day and early or late indicators. Bus location is

indicated at the base station on a stylized graphic indicating the portion of the route completed.

The system does not use GIS mapping. The STO vehicle locator system interfaces with

INFOBUS, an automatic telephone answering system which provides real-time bus arrival

information. Other integrated system modules handle timekeeping, payroll, and scheduling and

run-cutting functions.”

Louisville, Kentucky

The Transit Authority of River City, which serves Louisville and surrounding suburbs,

is in the process of installing a signpost/odometer system to improve scheduling and data

collection. Infrared passenger counters and mechanical alarms are being installed in the initial

phase. A major focus of the project will be on providing real-time schedule information to

travelers who telephone for information. Customer service operators will continue to answer

the telephone but they will be supplied with real-time information on the location of each bus

as it passes a signpost. No base station display is planned, but drivers will receive feedback on

on-time status from dispatch through a lighted panel system. The system, which is being

developed by Glenayre, will operate with about 95 signposts which will cover the full system

and be reinforced by odometer readings. Polling will be every forty seconds for all 292 fixed-

[80] Pekilis,Barry, P.Eng., and G. Heti, Automatic Vehicle Location and Control Systems for Small and

Medium Ontario Transit Properties, Phase I Report (final), Ministry of Transportation, Canada, January

1992.

Interviews at ST0 administrative offices.

57
route buses. Cost was a major factor in electing to proceed with the signpost/odometer system.

The full system installed on all 300 buses will cost $2.5 million. Installation of the AVL system

will begin in early 1994.8l

B. Radio Navigation/Location

Dallas, Texas

Phase I of the Dallas Area Rapid Transit (DART) AVL project is completed.

ElectroCom has equipped 1,200 of the 1,300 DART buses with GPS receivers. Three radio

frequencies are dedicated for data collection, one for tracking control, and eight for voice

communications. DART has had considerable difficulty with the software, and feels it is not

working up to specification. As of October 1993, exception reporting is working, and the

paratransit dispatch system is on-line. However, no polling system has been put into effect.

The fixed-route system is not yet operational.82

Denver, Colorado

The Denver Regional Transportation District is in the process of installing a GPS-based

AVL system on 833 buses, eleven light rail vehicles, and 28 supervisory vehicles. The system,

designed by Westinghouse, will provide vehicle and schedule monitoring. Map displays showing

each vehicle’s location will aid the dispatcher in monitoring the system. In the event of an

emergency, a silent alarm will be used to notify the dispatch center and emergency vehicles will

be directed to the bus. As of December, the system was being tested, using 82 fixed-route

buses. Some implementation issues are being worked out.83

[81] John Woodford and Bill Mason, Transit Authority of River City, Louisville, Kentucky.

[82] Chris Patrick, Dallas Area Rapid Transit.

[83] FTA Project Summaries, June 1993.

58
Milwaukee, Wisconsin

Milwaukee County Transit System is in the process of implementing a GPS system which

is similar to that in Denver. Like Denver, Milwaukee is using a system developed by

Westinghouse Electric Corporation. Milwaukee Transit is involving a private sector consortium

to assist in implementing the system. Expectations are that it will be operational within the

year.84

Baltimore, Maryland

The Baltimore Mass Transit Administration (MTA) now has an RFP out for a GPS

system that will eventually track all of its buses and trains. An RFP is now circulating for an

initial test, involving the tracking of 200 buses and 35 light rail trains. The system is, however,

being sized to accommodate 1,200 vehicles, including all 800 buses, the light rail system, and

their commuter rail line. The RFP also contains the requirement for installation of 25 automatic

passenger counters and the software capability to revise schedules. The goal is to award a

contract by mid-February 1994.

The MTA has had a fully functional Loran-C system on fifty buses with GIS real-time

route tracking maps installed on base station monitors. Reasons for the change to GPS rest with

the need for greater accuracy in tracking.85

Lackawanna County, Pennsylvania

Lackawanna County Transit System, which operates 30 buses in the Scranton,

Pennsylvania area, has just offered a contract to AutoTrac of Dallas, Texas to install a

differential-based GPS system. The system will operate with mobile data terminals on the buses

and will use Motorola Spectra radios, and Rockwell Navcor V tracking units. Initially, the

[84] Turnbull, Katherine,“The Use of Information Generated from Transit AVL Systems,” Proceedings of the

IVHS America Annual Meeting 1993, pp. 82-88.

[85] Ray Caroll, Mass Transit Administration.

59
system will help to insure on-time schedule adherence. It will also include an on-board

enunciator system. A silent alarm could be added later.86

Denmark

Nysteel is a paratransit system with ten vehicles in a small city in Denmark. They

currently monitor their fleet using a differential GPS system, designed by TeknoGuide. The

system uses a Phillips GPS receiver and transmits location over a telephone line. Printouts of

updated schedules are provided to drivers in their cars. The AVL is used both for real-time

dynamic scheduling and vehicle location information. It is also linked to the home health service

and emergency system, so that help can be dispatched directly to an emergency.87

Heinsburg, Germany

Heinsburg, Germany has an integrated Automatic Vehicle Management system, developed

by Intelligent Transportation Systems. The system integrates GPS vehicle location, fleet

monitoring, CAD, connection protection (for “guaranteed” transfers), and a service restoration

system.88

Santa Monica, California

An alternative form of fleet location system is available in the Los Angeles area.

Teletrac, a fleet management company, has built a system using a network of transmitting and

receiving antennas owned by its parent company, Pacific Telesis. The Santa Monica Municipal

Bus Lines is one of over 900 companies using the system which is noted for its low cost and

simplicity. Subscribers to the Teletrac system purchase a PC-based workstation equipped with

a 2400-baud (bit per second) modem from Teletrac. They also receive an Etak Map with a

detailed database of the streets and addresses in the Los Angeles Area, together with Teletrac

[86]

[87]

[88]

Pat Friend, AutoTrac.

Peter Soelberg, TeknoGuide.

Gerland, Horst, “ITS IntelligentTransportation System: Fleet Management,” Proceeding of the IEEE-ZEE

Vehicle Navigation and Information Systems Conference VNZS ‘93, Ottawa, pp. 606-611.

60
communications and control software. The workstation communicates with the Teletrac control

center through standard telephone lines. The control center is linked with Teletrac’s network

of transmitting and receiving antennas. To poll a vehicle, an operator enters a command on the

Teletrac workstation. The request is then routed through the Teletrac transmitting towers to a

small transceiver in the vehicle. This “Vehicle Locator Unit” responds by sending a signal back

through the system to the operator’s computer screen, showing the vehicle’s location.89 Teletrac

has offices in Chicago, Detroit, Dallas/Fort Worth, Houston, and Miami and is available for

transit subscribers in those areas as well.

The system works well for situations in which a dispatcher needs to locate a particular

vehicle of fleets that do not require frequent or continuous position location. The cost would

be prohibitive for continuous polling of entire vehicle fleets.

Melbourne, Australia

In Melbourne, Australia, 1,000 government buses and trams are being monitored through

an Automatic Vehicle Monitoring (AVM) System that has been installed over a number of years.

The system features management information on passengers, vehicle location, emergency and

silent alarms, in-vehicle display, remote public address, and real-time information for

prospective passengers. The system is in the process of installing late-vehicle priority for buses

and trams at traffic signals.90

C. Dead-Reckoning

Hamilton, Ontario

The Hamilton Street Railway Company has operated a fully implemented dead-reckoning

tracking system since 1991. The system operates with periodic corrections provided by

signposts. This allows the 37 routes to be completely covered by only sixty beacons. On board

[89]

[90]

Wells, Jesse, “Fleet Management Advances Through Digital Mapping Technology,”Etak, Inc., 1993.

Aplin, Neil, “Overview of IVHS Activities in Australia,” Proceedings of the IVHS America Annual

Meeting 1993, pp. 286-290.

61
the 284 buses are signpost receivers, odometer sensors and a silent alarm. A common radio is

used for both voice and data communications. The system was gradually phased in from a pilot

project in 1987, but there are still issues to be resolved, including: end-of-the-line tracking,

polling rates, hardware maintenance, and ability to affect route modifications.91

D. Systems Still in the Process of Choosing Technology

Ann Arbor, Michigan

The Ann Arbor Transportation Authority plans to award a contract in mid-December for

a GPS system using smart vehicles. At project completion, 70 buses will be fully equipped.

Initial installation will include 30 buses that will use on-board computers to verify schedule

adherence. They will initially operate autonomously. Radio communication for exception

reporting to central control will be a second step. When fully implemented, the central system

will service an accompanying information system, including Cable TV and information kiosks.‘*

(See also Section 2.5.)

Chicago, Illinois

The Chicago Transit Authority has devoted considerable time to developing a bid package

that would best respond to the interrelated transit needs of the city. They envision a full AVL

system including an automated bus service-restoration system. The bid package did not specify

a particular location technology. Hence, finalists include vendors proposing signposts and GPS.

The CTA is now in the second round of the bidding process. The costs submitted with initial

bids were much higher than anticipated and higher than available funding. Funding limitations

may require installing the AVL system on less than the full fleet of buses, at least initially.93

[91] Pekilis,Barry, P.Eng., and G. Heti, Automatic Vehicle Location and Control Systems for Small and

Medium Ontario Transit Properties, Phase Z Report (final), Ministry of Transportation, Canada, January

1992.

[92] Michael Bolton, General Manager, Ann Arbor Transportation Authority.

[93] Ronald Baker, Chicago Transit Authority.

62
Northern Minnesota

The Advanced Rural Transportation Information and Coordination Project (ARTIC),

which will be operated by the Minnesota DOT, will bring AVL and advanced traveler

information systems to the area near Duluth, Minnesota. Plans call for using GPS for paratransit

fleet management and control. This will interface with a central vehicle information system and

an automatic dispatch system at the base station.

Traveler information will be provided through a toll-free regional telephone transit

information system featuring audiotex capabilities. ARTIC will still maintain a telephone

operator to provide information directly to rural residents.94

Houston, Texas

The Metropolitan Transit Authority of Harris County is still evaluating technologies for

the entire system. The agency has experimented with dead-reckoning, signpost/odometer, and

GPS technologies. They are currently using a PacTel Teletrac system on 150 paratransit

vehicles. In any future RFP, Houston will emphasize adherence to the proposed standards for

communication between systems in transit vehicle applications. The proposed FTA and IVHS

APTS standard for a Vehicle Area Network is based on the Society of Automotive Engineer’s

SAE J-1708 document entitled “Serial Data Communications Between Microcomputer Systems

in Heavy Duty Vehicle Applications.” Adherence to this standard will enable interchangeable

components and flexibility for expansion and technology advancements.95

Minneapolis, Minnesota

The Guidestar project is in the process of developing an AVL system for the I-394

corridor. The original scope of the project (installation on 100 buses) is being revised, since

cost projections were too high. Current efforts include developing public-private partnerships

to share costs and benefits. No specific technology been selected, as yet. They expect that this

[94]

[95]

Chris Hill, Castle Rock Consultants.

Darryl Puckett and William Kronenberger, Metropolitan Transit Authority of Harris County.

63
system will contribute directly to the real-time transit information system.96 (See also Section

2.1.2.)

Dakota County, Minnesota

The Dakota Area Resources and Transportation Services for Seniors (DARTS) and the

Minnesota DOT are involved in a study assessing the feasibility of implementing advanced

technologies in the DARTS demand-responsive paratransit operation. They expect that AVL can

improve responsiveness and service to users, enhance the personal interface between provider

and user, and increase the capacity of the system to accommodate more requests and riders.97

Peter Pan Buslines

A new dimension in AVL applications is to be pursued by Peter Pan Buslines, an

intercity bus company with 150 vehicles operating out of two terminals in Massachusetts, one

in Southern Connecticut, and one in Washington, DC. (Their headquarters are in Springfield,

Massachusetts.) The system will employ GPS and is experimenting with Rockwell International

Tripmasters. The first batch of GPS receivers will arrive in early 1994 with the full system to

be operational in 1996. The system is planned not only to provide bus location information,

but also to enable the company to track mileage within the various states its vehicles traverse.98

3.3 TRANSIT OPERATIONS SOFTWARE

Transit operations software usually performs and integrates several operations functions

within a transit agency, such as computer-aided dispatching, computer-aided service restoration,

and service monitoring functions. Integration of service components like fixed-route services

with paratransit and demand-responsive services is in the early development and operations

stages. Service restoration involves the adjustment of vehicle operations based on schedule

[96]

[97]

[98]

Ibid.

Benson, Jeffrey, “Paratransit and the Promise of Advanced Technologies: The Smart Darts Case Study,”

Proceedings of the IVHS America Annual Meeting 1993, pp.295301.

Lloyd Jack, Peter Pan Buslines.

64
adherence or scheduled headways, the replacement of a disabled vehicle (which was in revenue

service), and the activities necessary to restore the schedule disrupted by a disabled vehicle.

Service restoration can involve the following strategies:”

l Restore vehicle schedule

- Adjusting vehicle dwell time at particular stops/locations (e.g., at transfer points)

- Adjusting vehicle schedule/headway

- Performing traffic signal priority

- Rerouting the vehicle

- Adding vehicle to route

l Dispatch vehicle to replace disabled vehicle

Service monitoring involves collecting data on such operational details as vehicle position,

schedule adherence, route adherence, headway adherence, passenger data (e.g., passenger

counts), status of vehicle components, and traffic and weather conditions. Service monitoring

also involves analyses such as determining vehicle performance and loading, driver performance,

estimated time of arrival at a specific point or stop, passenger statistics (e.g., passengers per

vehicle, per stop, etc.), and system-wide statistics (e.g., overall on-time performance).

State-of-the-Art Summary

Systems that integrate software and hardware have been and are being developed to

address the operations functions mentioned above. Most of these systems are being developed

for the larger rail properties. The following rail systems are planning, designing, or developing

new operations control centers, which will provide real-time control and management:

l Bay Area Rapid Transit,

- Chicago Transit Authority,

- Los Angeles County Metropolitan Transportation Authority,

- Massachusetts Bay Transportation Authority,

- Metro-Dade Transit Agency (Miami),

l New York City Transit Authority,

l Port Authority Trans-Hudson Corporation (PATH),

[99] In order to implement these strategies, a vehicle monitoring system with AVL and communications is

necessary.

65
- Toronto Transit Commission (TTC), and

- Washington Metropolitan Area Transit Authority.

Further, many of the AVL systems that have been implemented for bus operations contain realtime control and management features.

Applications

Boston, Massachusetts

On March 6, 1992, the MBTA awarded a turnkey system contract to Union Switch and

Signal to develop and install a state-of-the-art operations control center which will provide

central control for the bus, light rail, and rapid rail systems. It is expected that this system,

which is a good example of integrating service components, will be fully operational by

February 1996. The following paragraphs describe features of the new control center as they

relate to each mode.

Bus dispatch will be centralized at the new operations control center. Each bus

dispatcher will have a console that contains three elements:

- Event management system, which is an expansion of the existing automated dispatcher log,

(located on the left side of the console),

- Graphic presentation, which contains route and tracking displays, (located in the center of

the console), and

- Voice control, which handles the radio, public address, and telephone communication,

(located on the right side of the console).

In the graphic presentation portion of the console, the route and tracking display will be on a

geographically-encoded map of the service area overlayed with bus stops and landmarks.

Although the system is not initially planned to have an AVL component, some bus locations will

be plotted, based on voice reports and schedule information. The dispatcher will be able to

make an inquiry to obtain information by bus number, route number, bus stop, landmark, or

street intersection. This graphic display can be updated dynamically to show things like detours

but will not show bus movements, since there is no AVL system. However, for the future, the

MBTA is looking into a GPS-based computer-aided dispatch and AVL system, for all revenue

66
and non-revenue surface vehicles (buses, service vehicles, police vehicles, commuter rail, light

rail, and paratransit vehicles).

Currently, the MBTA’s light rail operations include 33 automatic vehicle identification

(AVI) readers placed at 22 key points throughout the system. Nine of these units automatically

set the switches. The only information available through this technology is the passage of a train

by a point where an AVI unit is located. This information can be captured on a display screen,

and queries as to which train has passed which key point can be made in real-time. As part of

the new control center project, AVI will be expanded to 65 key locations.

The MBTA has three rapid transit (heavy rail) lines with control for each line performed

from a different location. All rapid transit revenue service control will be relocated to the new

control center project. The rapid transit consoles will be similar to the bus consoles.

The new control center will have a 106-foot long by seven-foot wide graphic display

board. The rapid rail systems will be projected onto this display. Automatic capabilities will

permit following a train throughout the system, scanning the entire system, and viewing all

signal switch indicators.

Controllers at the consoles will have the ability to de-energize the power on track sections

by clicking with a mouse. Also, if there is an emergency at a particular location, functions such

as calling police and/or fire departments, or turning fans on intake or exhaust will be controlled

from the console. Any call from a vehicle will be automatically recorded by the system.

Further, the new system will prioritize queue transactions, so that an emergency would go to

the top of the queue.

A factory test of the system is planned to occur in February 1995. The MBTA currently

has a functioning model (prototype), with the train graphics and event management defined.100

New York City, New York

The NYCTA is in the process of developing a new central operations control center,

similar to the MBTA effort, but much larger in scope (there are a total of 469 rapid transit

[100] Robert Clark, Massachusetts Bay Transportation Authority.

67
stations). Currently, the NYCTA operations”’are de-centralized and the dispatchers have total,

direct control over their portion of the system. If an incident occurs (there are 200 incidents per

day), it is reported to the cognizant command center by radio.

The new control center will centralize all routing, dispatching, monitoring, and train

control. They will be adding a passenger information system that will coincide with an upgrade

to the public address system. This system, like the MBTA’s system, will have state-of-the-art

display technology. The IRT division will be implemented first (consists of 150 miles) and then

the BMT division. The IND division will not be part of this new system. Other projects related

to the new control center include an improved radio system, an upgrade to the communications

systems, and emergency response systems.

By April 1994, the specifications for the new control center will be ready for bid, and

NYCTA is expected to make an award in early 1995 to do the final design, installation and

implementation. By 1999, the IRT division will be operated from the new control center. A

skeleton BMT division will be operating from the facility as well.102

Ottawa, Ontario

Although there are many transit agencies that have employed AVL systems, not all have

an explicit control function that assists dispatchers/controllers in making operational decisions

based on the data generated by the AVL system. Two Ontario transit systems that have

implemented automatic vehicle location and control (AVL/C) systems are featured to illustrate

the automation of operations using AVL/C technologies.

The Ottawa-Carleton Regional Transit Commission (OC Transpo) has an AVL/C system

that “consists of a real-time AVL module capable of monitoring the passage of all buses at

specific locations. Buses are identified by a unique tag which can be read at strategic locations

in the service area. “l03 “Real-time bus location monitoring is an exception based process in

[101] NYCTA rapid transit operations consists of three divisions: Interborough Rapid Transit (IRT), BrooklynManhattan Transit (BMT), and Independent Subway System (IND).

[102] David Weiss, New York City Transit Authority.

[103] OC Transpo, AVL/C Phase ZZ Pilot Test: Results, August 1992, p. 3.

68
which the actual arrival times of buses at key points throughout the system are checked against

their schedules. “l04 Schedule adherence and headways are reported to the controllers. The

controllers then take action manually based on the data supplied by the AVL/C system by either

calling the bus driver on the radio and asking him/her to change speed or introducing another

vehicle into the system.

Actions that controllers can take are built into the service control module of the AVL/C.

Each of the twelve control actions is displayed on a screen. Also displayed with each control

action is related data, such as schedules, in order to facilitate a decision by the controller. (See

also Section 2.1.1.)

Toronto, Ontario

The Toronto Transportation Commission’s Communications and Information System

(CIS) involves “2,000 transit vehicles, which operate out of three districts further divided into

ten separate garage divisions. Each division has its own control center, which monitors and

controls the vehicles operating on the routes within its service area. TTC’s main control center

oversees the overall CIS system and fleet performance. “105 TTC’s AVL technology is a

signpost-based system.

A Transit Universal Microprocessor (TRUMP) is installed on each vehicle. The TRUMP

consists of a microcomputer, UHF radio, cellular telephone, handset, microphone, driver display

screen, and user keypad. Through this equipment, the driver can communicate with the

appropriate control center via either voice or data. “Inspectors at each Division Control Center

monitor three-color screens displaying the scheduled and actual locations of every vehicle

assigned to them. The displays are both graphical and textual tables and charts. All vehicles

on all routes being monitored by a division are shown. Inspectors also have a keyboard, CIS

[104] OC Transpo, AVL/C System Scope and Concept, February 1989, p. 12.

[105] Pekilis, B. and G. Heti, Automatic Vehicle Location and Control Systems for Small and Medium Ontario

Transit Properties: Phase 1 Report (Final), published by Transportation Technology and Energy Branch,

Ministry of Transportation of Ontario, Revised January 1992, Report No. TCT-91-02, p. 75.

69
handset, and conventional telephone for communicating with the vehicles through either text

messages or voice communications. “l06

Dallas, Texas

The Dallas Area Rapid Transit system initiated the implementation of a GPS-based AVL

system in July 1992 “as part of a comprehensive tracking and communication system to keep a

closer eye on its 1,430 buses, transit police cars, and other vehicles. DART’s bus and van

network carries more than 175,000 people each weekday in an urban/suburban network covering

700 square miles. “l07 As with other AVL/C systems mentioned previously in this section, the

control features of DART’s system will be based on the data generated from the AVL system.

Information generated by DART’s AVL system will be used on-line “for tracking and

post-service use by transportation and fleet division managers to check and document

performance during certain operational periods, such as morning and afternoon rush hours. It

also will compile and store information on the status of the dispatch consoles, dispatchers, and

accuracy of bus route time points. These reporting features will provide an invaluable tool for

management of vehicles, personnel, fleet performance, and scheduling. The reports [that will

be generated from the system] will provide aggregate information to document late or early bus

times, diverted routes, and other on-time performance for schedules and route review with bus

service planners and for community review.

“The AVL system will be an integral part of the integrated radio system, especially for

locating vehicles in emergency or off-route conditions. In each case, the system will

immediately start tracking the vehicles and will alert dispatchers to a vehicle’s condition for

further action. (The system will watch route parameters and time points, and will notify the

control center if travel distances are shortened or diverted.) It also will serve to offer real-time

vehicle monitoring and tracking of all transit vehicles for schedule adherence. This function,

performed from the control/dispatch facility, will be more cost-efficient than stationing

[106] Ibid, p. 77.

[ 107] Ledwitz, Paul “DART AVL Hits Transit Bull’s-Eye with GPS,” GPS World, Volume 4, Number 4, April

1993, pp. 29 and 32.

70
employees along routes or following buses to determine performance. “108 (See also Section

3.1.)

Ann Arbor, Michigan

The Ann Arbor Transportation Authority’s Intelligent Transportation System (See also

Section 2.5 and Section 3.1.) includes a computer-aided dispatch function. The CAD portion

of the ITS will have the following components:

l Visual Display;

l Vehicle Management; and

l Motor Coach Operator Management.

In the Vehicle Management portion of the CAD system, graphic displays will provide

information to the Operations Controller (OC) on vehicle routes, locations, and status conditions.

Status information could include schedule adherence, wheelchair lift and lockdown utilization,

and the mechanical condition of specific bus components. Transfer coordination is proposed to

be fully automated, with transfer requests being sent to the specific vehicle. When there is an

indication of an emergency, the vehicle’s location will be displayed, and the OC will be

prompted to perform a set of activities pertinent to the particular situation.

Flexible routing refers to both the fixed-route and paratransit operations. It is proposed

that the ITS be capable of dynamically re-routing paratransit vehicles in real time based on trip

additions and cancellations. It is also proposed that the ITS be capable of modifying fixed routes

in real time (e.g., route deviation).

The motor coach operator management software handles driver assignment. This

includes check-in, check-out, relief, and extra assignment.

Pinellas County, Florida

Even though the use of CAD by an emergency services company (LifeFleet) in Pinellas

County is not a transit application, it is important to note here since advanced technology is

[l08] Ibid, p. 34.

71
being employed. This CAD system was developed by EAI Systems, Inc. Dispatchers are

provided with the real-time location and status of each vehicle (available, en-route, on-site, etc.)

on color-coded maps which show streets and geography. Further, “each vehicle is equipped

with an Etak Navigator@ map display and driver guidance system, an on-board computer that

displays a dynamic, digitized street map showing both the vehicle’s present position and the

destination as provided by the dispatch center. Every one-tenth of a mile, the Etak Navigator(R)

automatically transmits its coordinate data, determined from the map, through an on-board

modem and radio to the [dispatch center]. “l09

This dispatch system is capable of automatically dispatching vehicles, even though it is

being done manually based on the data from the CAD system. However, if dispatch is not

performed within forty seconds of an emergency call, the system will automatically dispatch the

closest vehicle.

Dade County, Florida

Dade County, Florida will be implementing a mobile communications system, which

includes computer-aided dispatching. Frederick R. Harris, Inc., contractor to Ericsson GE

Mobile Communications, will be installing the system which will link fire fighters, police, transit

employees and public works employees via mobile voice and data communications. The system,

which includes AVL and computer-aided dispatch, is GPS-based and will be capable of tracking

about 800 buses, rail cars, and other transit vehicles both on and off-route. The system will also

monitor the status of on-board conditions, such as engine temperature and tire pressure.110

Hull, Quebec

The Societe de Transport de L’Outaouais (STO) in Hull, Quebec has a comprehensive

AVL/C-based system that provides real-time monitoring and control of their bus fleet. Further,

it is integrated with their two automated information systems (one for customers to telephone for

[l09] Wells, Jess, ETAK, Inc., “Fleet Management Advances Through Digital Mapping Technology,” undated

white paper, p. 3.

[ll0] Inside IVHS, Volume 3, No. 17, August 16, 1993, p. 14.

72
real-time bus stop arrival times, and one for telephone agents to answer various information

inquiries including trip planning), their payroll system, and their scheduling system. Further,

STO has an executive information system (EIS) that interfaces with the AVL/C system to

provide exception reports to management. 111 (See also Section 3.1.)

3.4 AUTOMATED DEMAND-RESPONSIVE DISPATCHING SYSTEMS

Automated demand-responsive dispatching systems include scheduling features which

assign individuals to demand-responsive vehicles that are operating in shared-ride mode. The

scheduling components accommodate advanced trip reservations, standing orders, and immediate

requests. Immediate trip orders, or real-time dispatching can be accommodated through the use

of radio frequency (RF) communications with on-board computers. Information from scheduling

and dispatching can be integrated into management information, billing, and accounting functions

of the transportation provider.

State-of-the-Art Summary

Automation is being increasingly applied to the scheduling, dispatching, billing, and

accounting functions of demand-responsive vehicles. This automation is based on advanced

technologies such as RF communications in conjunction with on-board computers or mobile

display terminals, CAD, global positioning systems or other location technologies, GIS, and

smart cards.

Another innovation in scheduling and dispatching systems is the ability to dynamically

reschedule and re-route paratransit vehicles, based on trip additions and trip cancellations.

These systems can operate with or without the use of advanced hardware.

As a result of the ADA, many paratransit operations have chosen to automate scheduling

and dispatching in order to comply with several of the complementary paratransit service criteria

of the Act. The ADA has stimulated the vendors of scheduling and dispatching software to

incorporate many new features, such as mapping or GIS software, to assist in the determination

[ 11 1] Brendon Hemily, Canadian Urban Transit Association.

73
of whether an individual’s origin or destination is located within %-mile of a fixed route, and

the scheduling of trip requests within one hour of the requested pick-up time.

The level of automation in scheduling and dispatching systems ranges from minimal to

fully automated scheduling and dispatch with the use of advanced communications and/or

location technology. The lowest level of automation, computer-assisted scheduling and dispatch,

involves the use of specialized software to develop schedules for paratransit vehicles. The

vehicles are then dispatched manually. If any changes in schedule and/or routing are required

due to trip cancellations or additions, the vehicles’ schedules and routes must be modified

manually.

The next level of automation is the capability of the software to dynamically modify the

schedules and routes of paratransit vehicles in real time, based upon trip cancellations and

additions. These modifications are then communicated to the vehicles manually (by voice over

the radio) by the dispatcher. A more automated system includes this same type of software with

a capability to automatically communicate, in real time, changes in schedules and routes to the

drivers. This communication is accomplished through technology such as on-board

computers/displays that can receive data from the scheduling and dispatching software.

The highest level of automated scheduling and dispatching systems incorporates AVL in

the decision-making process.

Applications

In order to determine the extent to which automated scheduling and dispatching software

is actually being successfully used in the paratransit industry, both paratransit agencies and

vendors were contacted. Since information on specific vendors and their products can be found

in the APTS Vendor Catalog, published by IVHS America in October 1993, this section focuses

on the users of the software.

This section includes information on automated or computer-assisted scheduling and

dispatching systems. Table 3.2 shows a sample of the users of automated or computer-assisted

scheduling and dispatching systems. This is not an exhaustive list of users and is presented to

illustrate how widespread is the use of automated scheduling and dispatching systems. Table

3.3 lists the manufacturers of each system, as a further reference. A detailed table is included

74
as table A.2 in the Appendix. One particularly innovative application, Delaware County,

Pennsylvania, is described in detail. Other users are identified, along with the systems they

employ. Also included in this section are several important research projects that have been or

will be accomplished to determine the “state of the art” of automated scheduling and dispatch

systems in the paratransit industry.

Even though there are many automated scheduling and dispatching systems available for

paratransit operators, not all have been successfully implemented. It is important for prospective

buyers of these systems to carefully evaluate software and hardware before considering its

installation. This evaluation should include an investigation of the experience of paratransit

operators who are using this software and/or hardware.

Table 3.2 Automated Paratrausit Scheduling and Dispatching Systems

User Location Automated System

Mayflower Contract Services

Mayflower Contract Services

Hartford Transportation Services

Manatee County Area Transit

Fresno, CA

Hemet, CA

Hartford, CT

Bradenton, FL

Rides Unlimited

Rides Unlimited

MIDAS

EMTRACKTM

Greater Pinellas Transp. Mgmt Svc., Inc.

Paratrausit service

Clearwater, FL

Deland, FL

EasyTripsTM

COMSIS Trip Planning System

Jacksonville brokerage Jacksonville, FL COMSIS Trip Planning System

Honolulu Public Transportation Authority Honolulu, HI EasyTrips TM

Mayflower Contract Services Honolulu, HI Rides Unlimited

Belleville Area College Senior Citizens Center Belleville, IL QUICK-ROUTE,

Madison County Transit

Ace Cab (Shared-ride and Dial-a-Ride)

Granate City, IL QuoVadis

Indiana CADMOS-Pro +

Aid Ambulance Indianapolis, IN EMTRACKTM

Des Moines Metropolitan Transit Authority

Washington-Hancock Community Agency

Des Moines, IA

Maine

CADMOS-Pro +

(Bar Harbor Software, Inc.)

Germantown Taxi

DAVE Transportation Services, Inc.

Southeastern Regional Transit Authority

Germantown, MD CADMOS-Pro +

Cambridge, MA MIDAS

New Bedford, MA DISPATCH-A-RIDE

Veterans Transportation Services Waltham, MA DISPATCH-A-RIDE

75
Table 3.2 (con't) Automated Paratransit Scheduling and Dispatching Systems

User I Location I Automated System

TWC Ambulance Long Island, NY EMTRACKTM

Mecklenburg County Dep. of Social Svcs Charlotte, NC EasyTripsTM

76
Table 3.3 Scheduling and Dispatching System Vendors

Automated System Vendor

II CADMOS-Pro + Micro Dynamics Corporation

 COMSSI Trip Planning System COMSSI Corporation

 Multisystems

EMTRACKTM

EasyTripsTM

MIDAS

Automated Dispatch Services, Inc.

Easy Street Software, Inc.

Multisystems

 Paratransit Scheduling Package Philip G. Dorcas and Associates

QUICK-ROUTETM Decision Sciences, Inc.

QuoVadis

Rides Unlimited

UMA Engineering Ltd.

Paratransit Systems International,

Inc.

Delaware County, Pennsylvania

Community Transit of Delaware County currently is developing and will implement an

automated system that includes sophisticated scheduling and financial management software

integrated with an automated identification and billing system (AIBS).l12 Community Transit

is a private, non-profit transit service that enables Delaware County citizens to travel within the

county. The operation is demand-responsive, shared-ride, with advanced reservations and doorto-door service. Community Transit provides an average of 1,400 one-way trips per day,

including shuttle service to Delaware County employers.

The system that Community Transit is developing involves the automated scheduling and

dispatching software, on-board computers, RF communications, and automated identification

cards (see Figures 3.1 and 3.2).

[112] Judith McGrane, General Manager, Community Transit.

Community Transit of Delaware County, “Preliminary Functional Description for the Community Transit

APTS Demonstration Project: Automated Identification and Billing System, ” prepared for Federal Transit

Administration, Office of Technical Assistance and Safety, Project PA-26-0006, March 19, 1993.

77
AGENCY

DATABASE VERIFY/AUTHORIZE

I PERFORMANCE/ROUTE OPTIMIZATION: I

I I

I * No. trips/veh. hr . l * No. trips/veh. mi . * trip length (avg.)I * trip time (avg. ) l

l * No. passengers/day

l * No. trips/passenger * trip speedI ----------------------------------------

---------------------------------------------

I ADA COMPLIANCE MONITORING: I

I

“Pattern or practice” of discrimination I

“Agency t r i p ' treatment

“ADA eligible trip” analysis I

 Fixed-Route feeder alternatives analysis --------------------------------------------

INDIV/AGENCIES

m vehicle via RF

Figure 3.1. Community Transit Integrated System

78
Vehicle Schedule upload

via RF from Scheduling/Dispatch System

----I-- ELECTRONIC MEDIA

DRIVER DATA:

ELECTRONIC MEDIA I I

Trip data download VEHICLE MILES

via RF to Scheduling/

Dispatch System

Origin/trip start

Dest./trip end

miles travel led

(derived)

* ID

* Start time

* End time

* Vehicle ID

* . . . . .

CLOCK

Origin: p/u time

Dest. : d/o time

time travel led

(derived)

Figure 3.2. On-Board Data Collection (part of AIBS)

The primary goal of the AIBS portion of the project is to significantly improve the identification

of passengers (in terms of reliability, eligibility, and security), the data collected on each

passenger trip (which will subsequently be used for accounting and billing purposes), and the

reporting required for agency coordination and for internal performance monitoring. Additional

benefits will include increased operational productivity and maximum use of limited vehicular

and personnel resources.

Specifically, the AIBS will be capable of:

l Automated passenger identification and trip eligibility validation;

l Automated fare calculation for various billing schemes (diversified fare structure);

79
l Interactive acceptance and recording of trip data, including passenger travel time, trip

length, and fare; and

l Automated transfer of trip and performance data to Community Transit’s accounting and

performance analysis systems.

A direct link between the AIBS and the scheduling and dispatching system will ensure the

transfer of trip and passenger data between these two systems. In addition, the overall system

will have the capability to receive and transmit data over RF for both the AIBS and the

scheduling and dispatch system at the same time.

Assessment of Computer Dispatch Technology in the Paratransit Industry

Computer scheduling and dispatching in the paratransit industry was the focus of a study

performed by the Institute of Transportation Research and Education at the University of North

Carolina. Through on-site and telephone interviews with many taxi and paratransit operators

and many software vendors, this study determined the following:113

l Current operating capabilities of computer dispatch systems;

l The costs and economic benefits of these systems;

- The suitability of computer dispatch technology for the Mobility Manager concept; and

- Future technological directions for computer dispatch.

This study showed that the improvement in response time when using computer dispatch

technology was significant. With manual dispatching in the taxi industry, it could take 30

minutes or more to assign a vehicle to a request. Conversely, it takes only 30-45 seconds if

computer dispatch technology is employed. In terms of costs and economic benefits, the study

showed that while computer dispatch technology is not inexpensive, the costs can be easily

recouped through reduced operations costs. Further, the benefits include travel time savings to

passengers. The study concluded that computer dispatch technology is an integral part of the

Mobility Manager concept, and that for it to be most successful, it must provide real-time

scheduling and dispatch. Finally, the study discussed the future direction of computer dispatch

[ 113] Stone, John R., Gorman Gilbert, and Anna Nalevanko, Assessment of Computer Dispatch Technology in

the Paratransit Industry, Final Report, prepared for Federal Transit Administration, Office of Technical

Assistance and Safety, March 1992, Report No. DOT-T-92-23.

80
in terms of the ADA requirements and the integration of this technology with several other

technologies that are increasingly being implemented by paratransit operators.

Paratransit Scheduling and Dispatching Systems: Overview and Selection Guidelines

This study, an update and follow-on to the previously mentioned study identified the

capabilities of paratransit scheduling and dispatch software, and developed guidelines for the

selection of automated paratransit management software. Also, the costs of scheduling and

dispatching software and hardware were examined, yielding the following:

“Total system costs will vary depending on the size of the system and the options

acquired. Paratransit software averages about $30,000 depending on available

functions. Hardware costs vary depending not only on the products purchased,

but also on the number of vehicles and personnel locations that the items serve.

According to vendors, it will cost up to $4,000 to install APTS equipment in

paratransit vehicles and up to $65,000 for the operations center. The costs

include:

VEHICLE HARDWARE AND SOFTWARE OPERATIONS CENTER HARDWARE AND

SOFTWARE

In-vehicle computer & $1,750-2,000 Communications software and $10,000

application software hardware

GPS receiver unit and antenna 800 Database reporting software 5,000

Smart card reader/writer 300 AVL software 10,000

RF modem (depends on type 400-900 Scheduling/dispatching 30,000

of radio system) software

Additional computer hardware 10,000

Total per vehicle cost $3,250-4,000 Total operations center cost $65,000

An automated scheduling and dispatching package represents about half of the

total APTS system cost.“114

[114] Stone, John R., “Paratransit Scheduling and Dispatching Systems Overview and Selection Guidelines,”

prepared for and presented at the 1993 IVHS America Annual Meeting, April 14-17, 1993, Washington,

DC.

81
Transit Cooperative Research Program - Project A-6: Computerized Paratransit Dispatching

In April 1993, the Transportation Research Board announced several transit research

projects as part of the Transit Cooperative Research Program. Included was a $200,000 project

called “Computerized Paratransit Dispatching. ” “The objective of this research is to determine

the current state of the practice in computerized demand-responsive scheduling/dispatching and

to compare the state of the practice with the current capabilities of software and hardware for

demand-responsive transit scheduling/dispatching. This will involve examining experiences in

the U.S. and abroad. The further objective of the research is to assess the cost-effectiveness and

service quality implications of moving from the software typically used to computerized systems

with improved capabilities. “115H A request for proposals for this project was to be issued in late

1993.

Advances in Paratransit Scheduling and Dispatching Related to the ADA

Many of the commercially-available routing and scheduling programs developed for the

paratransit industry have recently been upgraded to include features that address ADA

information needs and requirements. These packages typically include client information

modules as well as trip files, scheduling algorithms, reporting routines, and other functions

designed to offer full support in all aspects of paratransit operation.l16

Some of the common features that have been developed for ADA paratransit operation

include:

l ADA Paratransit Eligible Customer Information: Individuals who are determined to be ADA

paratransit eligible can be distinguished from other riders. Conditions and limitations of

eligibility and/or the regulatory categories under which riders are eligible can be displayed.

If ADA paratransit eligible persons are also eligible under other programs, this multiple

eligibility information can also be displayed.

To be of immediate use to schedulers, the above client information can be displayed in “real

time,” meaning that it can be immediately accessed as part of a scheduling routine.

[115] TRB, “Transit Cooperative Research Program Announcement of Transit Research Projects,” April 1993.

[116] Thatcher, Russell, Americans with Disabilities Act (ADA) Paratransit Eligibility Manual, Final Report,

prepared for FTA Office of Grants Management, September 1993, DOT-T-93-17, pp. 122-133.

82
Relationship of Desired Trip to the Fixed-Route System:The ADA regulations require

transit providers to offer complementary paratransit service to eligible individuals in an area

defined by corridors 3/4 of a mile to each side of fixed routes plus to other areas within a

“core service area. ” In determining if a requested trip is eligible, transit providers will need

to check the geographic relationship of the origin and destination to the fixed-route service.

In addition, customers may be able to get to and from bus stops up to a certain distance

(e.g., up to 1/4 of a mile) but are eligible for paratransit when they would need to travel a

greater distance to and from bus stops.

Several scheduling systems are now capable of incorporating geographic information on the

fixed-route system. ADA paratransit service corridors can be displayed and calculations of

distances from origin or destination to the closest fixed route can be made. More accurate

systems will develop these calculations by using exact latitude/longitude coordinates or street

centerlines. Trip eligibility can then be determined using this information.

Visitors Information: The regulations require that ADA paratransit systems accommodate

visitors to the area. Visitors are to be provided with 21 days of service over a reasonable

period of time if they have been determined eligible by another transit agency or if they

claim to be eligible. After 21 days of service, the person can be required to go through the

local eligibility determination process.

Several paratransit scheduling programs are able to process visitor requests, track the days

of service provided to a visitor, and display this information as part of the scheduling

routine.

Documenting Compliance: In addition to assisting with determining individual and trip

eligibility, these systems are also capable of providing data and developing reports that can

assist in assuring compliance with the regulations. For example, the ADA regulations

require that complementary paratransit service, when fully implemented, cannot have

capacity constraints. Examples of capacity constraints are an excessive number of trip

denials, late pick-ups, and long trips. Trip requests are to be considered denials if they

cannot be scheduled within one hour of the requested pick-up time. Additionally, the

regulations limit subscription trips (“standing orders”) to no more than 50 percent of total

trips when capacity constraints exist.

Several software systems allow users to track and analyze capacity constraints and

subscription trips.

As part of the preparation of FTA’s Americans with Disabilities Act (ADA) Paratransit

nual, information about the availability of the above features was requested from

30 of the leading paratransit software companies. Twelve companies responded and indicated

83
that one or more of these features was either currently available or in development. Tables

contained in the aforementioned manual summarize this information.

Out of the twelve software systems offered by the companies that responded to the

request for information, eight can display ADA service area corridors, and origins and

destinations. The other four have this capability under development. Five can make real-time

calculations of distance from routes to origins and destinations. Seven use latitude/longitude as

the basis of distance calculations; one uses zonal-based centroids; one uses street centerlines; and

the rest have the option of using any of these methods.

Ontario

“Over the years, the Ontario Ministry of Transportation has funded the acquisition and

implementation of scheduling software for transit systems for the disabled. Although there are

a few systems in use in Ontario, they all require long lead times for trip reservations, usually

one or two days in advance. This is due to the lack of an on-line automatic scheduler.“117

Currently, UMA Engineering is developing and will be implementing a demonstration

of a fully automated, on-line routing and scheduling system for specialized transit operators

typically of less than thirty vehicles. The status of this project is that testing of the system is

being completed in Burlington (single user) and Kitchener (multi-user). Parallel evaluation and

acceptance testing by the Ministry’s Transportation Technology and Energy Branch is also being

conducted.118

[117] Transportation Control Technology and System Office, Transportation Technology and Energy Branch,

Ontario Ministry of Transportation, “Automatic On-Line Scheduling/MIS System for Paratransit,” Fact

Sheet No. 37.

[118] Ontario Ministry of Transportation, “MTO Project Summaries - June 1993,” p. 4.

84
4. SMART INTERMODAL SYSTEMS

The goal of smart intermodal systems is to increase the efficiency and effectiveness of

transit for both system operators and trip-makers. The concept involves sharing information

systems and other technology between and among modes. The overall objective is to decrease

congestion by encouraging the use of alternatives to single occupancy vehicles. APTS

technologies have great potential in this area and are already being applied in several cases. The

following types of applications of smart intermodal systems are discussed in this chapter:

l Traveler Information Systems,

l Multimodal Smart Cards/Payment Systems,

l High-Occupancy Vehicle (HOV) Facility Monitoring,

l Transportation Management Centers, and

l Vehicle Guidance Systems.

4.1 TRAVELER INFORMATION SYSTEMS

Intermodal Traveler Information Systems are intended to entice single occupant drivers

out of their vehicles and into a carp001 or a transit vehicle for at least a portion of the trip.

Although some intermodal systems only present transit or carpooling options, the trend is toward

providing information about the level of traffic congestion by the same means as information

about various transit or carpooling options. These systems parallel the basic ATIS systems in

that they can provide pre-trip or enroute information.

State-of-the-Art Summary

Although few fully intermodal information systems are operative at this time, they clearly

represent the direction for future automated traveler information projects. These trends are

evident from the following application examples.

Applications

Portland, Oregon

The Tri-County Metropolitan Transportation District is in the process of bidding an

automated trip planning system which will interface with the City of Portland’s smart corridor

85
project and its highway monitoring system. This will insure that telephone information operators

have real-time information on congestion levels. 119

Los Angeles, California

A California Smart Traveler project being pursued in the Los Angeles basin incorporates

pre-trip planning. A prospective passenger can dial a 900 telephone number and use a 7-digit

code identifying his or her point of origin and preferred destination. Multi-modal information

is provided which could include bus, light rail and/or heavy rail itineraries.120

San Francisco, California

The design of a broad based regional traveler information system (TravInfo) for the San

Francisco Bay Area is almost complete. Travel information will be provided through touch-tone

telephones. Callers will select among a menu of possible types of information, including

highway congestion reports and updated schedules for the various transit systems operating in

the Bay Area including Bay Area Rapid Transit (BART), the ferry systems, Muni, commuter

rail, and several bus operations. The regional carpooling ride-matching program, RIDES, is also

a participant in TravInfo. The concept includes an open access architecture that can

accommodate both multiple data sources and a variety of different types of requests for

transportation information. An initial pilot multimodal information telephone system will be

tested shortly. A traveler will have one basic number to call for all travel information and the

call will be routed to the appropriate provider though a switching mechanism currently staffed

by 26 operators. The private sector will be involved in developing kiosks displaying dynamic

and static information at transit centers.

TravInfo is directed both at marketing travel information systems to the ultimate user and

a computer-based data system to the many transportation providers in the Bay Area. The system

is an example of a public-private partnership. It has an advisory group of over 100 individuals

from local firms, major automobile manufacturers, local governments, and state government

[ 119] Ken Turner, Portland Tri-Met.

[ 120] Robert Ratcliff, California Department of Transportation.

86
agencies. The large advisory group has four steering and working committees. The legal

committee is currently tackling the issue of liability. A management board includes the

Metropolitan Transit Commission, the California Department of Transportation - District 4, and

the California Highway Board.121

Boston, Massachusetts

Travelers in the Boston area can obtain real-time traffic information over a computerized

telephone information service every day except Saturday. The system is called “Smart Routes.”

It also provides information on bus, light and heavy rail, and commuter rail. The system lists

certain roads and highways and asks the traveler to select one or to select information about

transit modes. If the caller selects transit, he or she is guided through a menu to information

on specific routes and given the status of the route.122

Minneapolis, Minnesota

Minnesota DOT has developed an integrated motorist information program (Guidestar)

in cooperation with the University of Minnesota, Motorola, and the Federal Highway

Administration. Several elements of this comprehensive information system are already in place

with others planned or under contract. An advanced motorist information system incorporates

cable TV, teletex, and audiotex elements into a single LAN-based arrangement. Cable TV

includes a real-time graphics map showing traffic flow on all currently instrumented freeways

and live video from on-line closed-circuit television cameras. Radio traffic broadcasts are also

supplemented with this information. Audiotex allows for information retrieval with touch-tone

telephone, while teletex uses personal computer communication software packages to

interactively retrieve traffic information. Automatic facsimile will be added later. The Genesis

project, which begins in Fall 1993, will test the use of personal communication devices to

deliver real-time traffic and transit information services. Devices to be evaluated include an

[121] Melanie Crotty, Metropolitan Transportation Commission.

[122] Boston Globe, Jan. 13, 1993.

87
intelligent hand-held unit with two-way wireless communications and a touch or pen-based

screen, an alphanumeric pager, and off-the-shelf dedicated traffic information-only devices.

In Fall 1994, traffic congestion and bus information will be added to pager functions.

The Travlink project will test the impacts of various advanced information transfer and

automated vehicle location systems on transit ridership and traveler behavior. This project will

involve audiotex and videotex services in delivering real-time transit and traffic information.

Estimates of travel time savings for HOV use will be provided.‘”

ARTIC, a developing rural-based project of the Minnesota DOT, will offer automated

dispatching and advanced rideshare matching for demand response transportation providers

operating in multiple counties in northeastern Minnesota. The system is expected to

accommodate standing orders and single trip requests with limited advance notice. As such it

will aid in the formation of real-time, single-trip carpools.124

4.2 MULTI-MODAL SMART CARDS/PAYMENT SYSTEMS

As stated in Section 2.5, smart card technology typically means plastic cards (credit card

size) with an integrated circuit microprocessor chip that can be used for identification, trip

payment, and other travel-related functions. Generally, “there are three types of smart cards:

l Contact Cards - require a physical contact between the card and the reader/writer unit.

Data interchange occurs via ‘touching fingers’ in the unit. The Gemplus card used for

the Chicago Regional Transportation Authority’s (RTA) Payment and Control

Information System (PCIS) Project is an example.

l Contactless Cards - use a contactless interface to provide power to the card and for data

transfer. This is done using inductive techniques for power and capacitive techniques for

data reading. AT&T’s card is an example. This card is available for use in AT&T’s

2000 telephones, toll roads, and for other applications.

l Proximity Cards - use a contactless interface to interchange data between card and the

reader/writer unit. This is done using radio frequency (RF), or laser techniques. Power

may be supplied by a battery built into the card or by means of received magnetic

[123] Minnesota DOT, 1993

Melanie Brawn, Minnesota DOT, Transit Division.

[124] Minnesota DOT, 1993.

88
energy. Westinghouse-Cubic’s “Touch and Pass” card used in a trial for London

Underground is an example. " 125

The multi-modal aspect of smart cards and payment systems refers to a smart card that could

be used to pay fares across several modes of transportation (bus, rapid rail, light rail, highway,

etc.).

This section differs from Sections 2.3 and 2.4 in that it describes smart card technologies

that can be used for a variety of transportation purposes, such as identification, trip payment,

parking payment, etc. Section 2.3 describes reservation and ticketing for multiple transportation

providers through an integrated system. Section 2.4 describes fare media that can be used on

more than one mode, such as magnetic-strip cards that could be used for both bus and subway

fares.

State-of-the-Art Summary

In Sections 2.3, 2.4, and 2.5 of this report, applications of smart cards and multimodal

fare payment are presented. However, none of these applications in North America have

demonstrated the use of multi-modal smart cards as yet. The planned 1994 demonstration of a

proximity smart card for Metrorail, Metrobus, and transit parking in Washington, DC (See

section 2.5 for description.) is the only North American demonstration of multimodal smart

cards expected in the very near future.126

6 There are, however, several multimodal smart card

systems being implemented in Europe, Asia and Australia. A few of these systems are described

below.

Applications

Manchester, England

Progress is being made in Great Britain on “the world’s first fully-integrated multi-modal

ticketing system based on contactless smart card technology”127 This system is being

[125] Joshi, Ashok, J.W. Leas & Associates, “Get Electronic Card Smart,” prepared for the 1993 APTA Fare

Collection and Police/Security Workshop, Chicago, IL, September 10, 1993, p. 2.

[126] There are other smart card applications, but they are not multimodal (e.g., Chicago RTA).

[127] “Manchester Gets Smart, ” International Railway Journal, May 1993.

89
implemented in Manchester. When completed in 1995, “it will enable cardholders to travel on

regional rail, Metrolink light rail and bus networks in the area. "128

The Greater Manchester Passenger Transport Executive has contracted with AES

Scanpoint for the El0 million system. The smart card, based on a contactless smart card

developed by GEC Card Technology, has an antenna which receives signals from the card reader

in order to add or subtract funds. The card can either touch the reader or pass within close

proximity. The card has an effective range of one-two centimeters, and a transaction time of

300 milliseconds.

“The system will begin in early 1994 with 300 buses, two depots and up to 10,000

passenger smart cards. All post offices in the service area and twenty newspaper outlets and

convenience stores will also participate in this first phase.“129

Ultimately, card readers and ticket machines will be installed at 350 British Rail and

Metrolink locations. The cards will be issued at more than twenty locations, and over 800

agents will be able to add funds to the cards. It is expected that electronic fund transfer kiosks

will enable cardholders to add value to their cards. Approximately 500,000 cards will be issued.

New South Wales, Australia

Although the fate of this project has yet to be determined, the New South Wales

Government is seeking an operator for a smart card system that will not only cover the public

rail, bus, and ferry systems, but will cover many other services, such as fast food, convenience

stores, and parking. Called the “Stored Value Card” (SVC), this smart card would be purchased

at participating merchants for fixed values (e.g., $20, $50 and $100). The SVC system would

be operated as shown in Figure 4.1.

The following government and private sector service providers have committed to join

the SVC system:

- Public Transportation - rail, buses and ferries;

- Pay Telephones - Optus Communications;

- Fast Foods - McDonald’s, Kentucky Fried Chicken;

[128] Ibid.

[129] Joshi, Ashok, J.W. Leas & Associates, “Get Electronic Card Smart,” op. cit., p. 13.

90
Figure 4.1 Stored Value Card Scheme

- Vending - Coca-Cola, The Smith’s Snackfood Company;

- Parking - Wilson Parking Australia 1992 P/L;

l Convenience Stores - Food Plus;

l Taxi - Cabcharge Australia Pty Ltd;

- Entertainment - Village Roadshow Corporation;

- Gasoline - BP Australia;

- Hotels - Jacksons on George and Woolloomooloo Bay Hotel;

- Registered Clubs - Dee-Why RSL Club and Canterbury-Bankstown Leagues Club;

- Private Bus Operators - 6 x NSW Bus Lines and 2 x QLD Bus Lines.

and

91
Trials are expected to begin early in 1994 following a six to nine month evaluation of tender

documents. They plan to introduce the card in late 1994.130

Denmark

Denmark is implementing a national smart card system in which consumers can pay for

telephone service, train and bus service, parking meters and items from vending machines. The

contact smart cards will be in denominations of 30, 50 and 100 krone, and will not be capable

of being replenished. This system was to be introduced in Copenhagen in December 1993.131

Switzerland

The Post, Telephone and Telegraph service (PIT) in Biel, Switzerland is in it’s third year

of experimenting with contact smart cards for purchasing a variety of services and products.

Currently, 30,000 people are using this “POSTCARD” system. POSTCARDS “can be used:

- In ten Ascom ticket vending machines to purchase single and multiride bus tickets for the

local bus system;

- In 32 PTTpublic pay telephones;

l In 25 readers/writers in stores to pay for goods and services;

- In three hot and cold drink vending machines; and

- In readers/writer at the post office to pay for electric and telephone bills and to buy

stamps. ” 132

4.3 HIGH OCCUPANCY VEHICLE FACILITY MONITORING

The concept of high occupancy vehicle (HOV) lanes is well established as a means of

encouraging single occupant drivers to carp001 and thereby help to relieve congestion. Those

[130] Briefing Document on Stored Value Card Project, prepared by Commercial Services Group, New South

Wales Government, Australia, July 1993.

Morris, Linda, “Plastic Cash Card for Trial,” Telegraph Mirror, May 6, 1993.

[131] Joshi, Ashok, J.W. Leas & Associates, “Get Electronic Card Smart,” op. cit., p. 11.

[132] Ibid, p. 10.

92
traveling in cars with two or more passengers (or in some cases, three or more passengers,

depending on the threshold established) are rewarded with a shorter travel time by being

permitted to use exclusive travel lanes. Given the benefits of congestion-free travel, there is a

temptation for drivers of single occupancy vehicles to use the HOV lanes illegally. Hence,

monitoring the use of HOV lanes has become an increasing challenge. The traditional response

is to station police cars near ramp entrances, but costs in personnel time and limited

effectiveness in monitoring peak hour use of HOV lanes has led to the search for a technological

solution to the issue of HOV lane monitoring.

State-of-the-Art Summary

To date, a number of HOV lane monitoring devices have been tested but none has proven

to be fully effective in operation. Surveillance cameras have been used in several locations, but

they are not accurate in recording the presence of children or an individual lying down in the

automobile. They are also not usable in darkness. Infrared beams are turned aside by tinted

windshields. Automatic Vehicle Identification (AVI), where vehicles are equipped with

transponders which are read by wayside sensors, will verify compliance even if the vehicle does

not have the requisite passengers on a given trip. Experimental tests are continuing, largely

focusing on adapting military surveillance techniques or techniques used in law enforcement for

such a purpose. Some metropolitan areas have dismissed technological solutions, noting the

costs involved in implementation - an issue which has not been fully explored.

Applications

Portland, Oregon

In an ongoing operational test, car-pools and buses use by-pass lanes to avoid rampmetering queues when entering the HOV facility. Registered carpools are issued vehicle ID

cards, which are displayed in the windshield and are read at the ramp. More permanent ID tags

are affixed to buses. The number of registered carpools is extensive, since Tri-Met has been

managing a carp001 matching program for several years. The Oregon Department of

93
Transportation is developing a smaller version of the tag which can be attached to its vehicles

using velcro.

The Oregon DOT is now accepting proposals for a study to test the relative effectiveness

of using law enforcement personnel, compared to capital investments such as cameras or signs,

for monitoring HOV violation rates.

Dallas, Texas

The Texas Transportation Institute (TTI) has initiated a study that will assess the

applicability of various types of automated enforcement technologies for the East R. L. Thornton

HOV lane. The study will focus on two basic types of automated enforcement technologies -

AVI and imaging technologies. The AVI approach would use a small in-vehicle device that will

identify the vehicle to an electronic reader via radio frequency. Imaging technologies would use

video or other visualization techniques to distinguish individual vehicle passengers remotely.

Initial contacts are being made with vendors who might provide necessary software.

Implementation will occur if any of the alternative technologies examined are judged to be

feasible. 133

Houston, Texas

Houston is experimenting with use of AVI to monitor congestion on HOV lanes, rather

than as a surveillance device. One thousand tags have been distributed to commuters who travel

on I-10, I-45, and US 290. Radio frequency antennas are mounted overhead on existing signs

and bridges and will continuously scan the lanes looking for tags on vehicles that are serving as

congestion probes. Actual trip times are compared with expected trip time and the level of

congestion assessed.

Similar tags are being used for electronic toll collection on the Sam Houston and Hardy

toll roads as well as in highways in Oklahoma, Dallas, Hong Kong, and London. To date, over

400,000 AVI tags have been distributed for revenue collection.134 No plans have been

[133] Lomax, project statement, September 1993.

[134] AmTech, Backscatter, summer 1993.

94
announced to use tags to identify registered carpools or to use the same antennas for monitoring

the number of passengers in vehicles on an HOV lane.

Georgia Institute of Technology

At the Georgia Institute of Technology, a unique set of experiments in advanced

monitoring systems for HOV lanes are being performed. Prototype scanning radiometers are

being field tested. These use electromagnetic radiation as a means of reading inside a vehicle

to determine the number of passengers. Since humans raise the heat of a seat by about six

degrees, it is claimed to be possible to detect exactly how many people are in a vehicle. This

concept would be successful in detecting the use of dummies as vehicle passengers and will

report the presence of children or individuals who are lying down and who might not be seen

by a camera. Earlier studies using infrared were quickly abandoned since the windshield blocks

infrared light. The concept awaits funding for an operational test.135

Camera Surveillance

The Minnesota Guidestar project is experimenting with the use of autoscope, an advanced

area-wide vehicle directional and automatic vehicle surveillance system invented at the

University of Minnesota. The autoscope looks for changes in vehicle speeds and volumes and

then analyzes video imagery and generates traffic flow information. To date, however, it is not

being used to monitor the number of passengers in cars on the HOV lanes.136

Jackson, Michigan and National City, California police are using camera-based advanced

traffic enforcement systems developed by U. S. Public Technologies to enforce speed limits, red

lights, and stopping at railroad crossings. The system has not been tested on HOV lanes except

with spot checking using cameras.137

[135] Gene Greneker, Professor of Engineering, Georgia Institute of Technology.

[136] Minnesota DOT, 1993

Melanie Brawn, Minnesota DOT, Transit Division.

[137] Zev Fogel, U.S. Public Technologies.

95
The cities of Portland, Oregon, Boca Raton, Florida, and San Jose, California are all

using Colby Monitoring Products for remote monitoring of traffic signals and parking areas.

These systems involve using a standard touch-tone telephone to access remote video monitors

and to transmit video pictures. Options include zoom and pan, tilt, and infrared detectors and

cellular phone access. The system has not been used for HOV monitoring as yet.

4.4 TRANSPORTATION MANAGEMENT CENTERS

A number of well-established Transportation Management Centers (TMCs) are associated

with highway monitoring. They use an array of television monitors and cameras to observe

congestion levels on limited access highways. Observation of congestion leads to displaying

warnings and suggested re-routings on automated highway message boards.

Some of the Transportation Management Centers like that in Los Angeles also monitor

traffic build-up on arterials by using inductive loop detectors imbedded in the pavement at

intersections. Traffic signals are preprogrammed to respond to high levels of traffic build up

on key arterials by extending the green time. On Century Boulevard in Los Angeles, for

example, the traffic signals are configured to respond to the level of traffic expected at sporting

events at the Los Angeles Coliseum.

Examples of TMCs are: the Inform project in Long Island, New York; the Washington,

DC Metropolitan Traffic Management Facility; the Minnesota Department of Transportation

Interstate Highway Monitoring System; and the California Department of Transportation system

for monitoring the Los Angeles freeways.

State-of the-Art Summary

None of the current TMCs are yet linked to information about a transit alternative.

There are, however, plans to feed real-time traffic congestion reporting into traveler information

systems that do highlight transit and ride-sharing alternatives, as was discussed earlier. The

U.S. Department of Transportation has just issued a request for proposals for public-private

partnerships to address the interrelated issue of enroute driver and traveler services information.

Operational tests are planned.

96
Applications

One type of application is the provision of traffic signal preemption or extension of green

time for buses that are running late because of congestion levels. The following are examples

of some attention being afforded to transit operations, although most do not involve a

Transportation Management Center.

Detroit,. Michigan

Plans for the Detroit Transportation Center Transit Information System call for an

eventual multi-modal information system which would link transit information with highway

congestion information. Under the plan, real-time traffic information generated by the interstate

traffic management system will be relayed to the transit authority. The transit authority is

currently supplied with information on congestion points, but not yet in real time.138

Anaheim, California

The Anaheim Traffic Management Information and Fleet Operation Coordination project

has an extensive freeway monitoring program for Orange County, based in Anaheim, but no

transit component is operational yet. 139

Portland, Oregon

A pilot project is underway in traffic signal preemption for one corridor, Route 9, Powell

Street. This is managed by the City of Portland. They are using vehicle ID cards and inductive

loop detectors imbedded in the pavement. A related project sponsored by the Oregon DOT is

considering the potential for ramp monitoring on the Sunset Highway. Both use the same bus

ID cards.140

[138] Janet D’Ignazio, Michigan DOT.

Doreen Tyrell, Detroit DOT.

[139] Jim Paral, City of Anaheim.

[140] Ken Turner, Portland Smart Vehicle.

97
Toronto, Ontario

The city of Toronto now has thirty intersections which have adaptive signal control for

street cars in the Queen Street corridor. There are also ten intersections that have adaptive

signal control for buses.141

Chicago, Illinois

The CTA is in the process of negotiating a contract with an integrator for a system that

would not only include automatic vehicle location for the majority of its fleet but would also

include adaptive signal control for transit vehicles operating on major arterials.142

Saarbruecken/Oldenburg, Germany

There are several examples of effective traffic signal preemption operations in Europe.

For example, in Saarbruecken, Germany, an autonomous vehicle control monitoring system

features management of on-board electronics/peripherals and traffic signal preemption,

connection protection, and active passenger signs. The system, designed by Intelligent

Transportation Systems, also features cashless payment via smart cards. In Oldenburg,

Germany, traffic signal preemption is also integrated with the use of smart cards. Both systems

use GPS and GIS mapping in their tracking systems. 143

London, England

A bus priority system is being tested in London within the SCOOT traffic-responsive

UTC system. SCOOT currently is operating 450 intersections; 5,000 buses are equipped with

transponders. The system uses selective detection of buses, based upon bus transponders and

inductive loop detectors. SCOOT features the regular optimization of cycle time and the use of

[141] Brandon Hemily, Canadian Urban Transit Association.

[142] Ronald Baker, Chicago Transit Authority.

[ 143] Gerland, Horst, “ITS Intelligent Transportation System: Fleet Management, ” Proceedings of the IEEE-ZEE

Vehicle Navigation Systems Conference, VNIS ‘93, Ottawa pp. 606-611.

98
frequent but small changes in these signal timings to respond to changing network traffic

conditions. 144

Turin, Italy and Gothenburg, Germany

Turin has a well established approach to bus priority using automated vehicle monitoring

equipment associated with the city’s trams and buses. Forty intersections are involved and soon

the entire fleet of 1,300 vehicles will be equipped. The system uses journey time prediction

methods to provide the information necessary to give priority to the public transportation

vehicles. A similar system is being introduced in Gothenburg where adaptive control is based

on automatic updating at central control and modified by SPOT units at the local level. Most

intersections have the system installed with priority given to trams. However, the granting of

priority does not consider the level of congestion.145

’

4.5 VEHICLE GUIDANCE SYSTEMS

Vehicle guidance systems integrate technologies that laterally and longitudinally control

the operation of a vehicle. To date, vehicle guidance technologies that have been demonstrated

include: track guidance, electronic guidance, magnetic guidance, and vision systems. Track

guidance is mechanical, and has been used in bus systems in Rochefort, Belgium; Essen,

Germany; Adelaide Australia; and Birmingham, United Kingdom. Electronic guidance consists

of wire buried in a roadway that emits a signal to guide a bus. This technology is operating in

Furth, Germany. Magnetic guidance and vision systems are described below.

State-of-the-Art Summary

In the State-of-the-art Update ‘92 report, the aforementioned guided bus systems were

reviewed. Since then, there has been no further development in these specific systems.

[144] Burton, Robert and Nicholas Hounsell, “Bus Priority and UTC Systems: The PROMPT Project,”

Proceedings of the IEEE-IEE Vehicle Navigation Systems Conference, VNIS ‘93, Ottawa pp. 602-605.

[145] Ibid.

99
However, there are several developments in new technologies that are being demonstrated in

North America, England and Japan.

Applications

United Kingdom

A bus system similar to that in Furth, Germany was to be operating in the English

Channel Tunnel, probably by the end of 1993. This system has electronic guidance, which

consists of wire (buried in the road) that emits a signal which is used by a transducer on the bus

to control the steering system.

San Francisco Bay Area, California

The Partners for Advanced Transit and Highways (PATH) has a test track which uses

a guidance system based on magnets. PATH has been experimenting with this concept since

1987, and is currently testing the technology with automobiles. This technology consists of

permanent magnets buried in the center of the road three to five feet apart. The magnets, which

have a one inch diameter and are four inches long, would be dropped into holes drilled into a

road and then covered with pavement (so they would not be detectable to the eye).146

This “magnetic marker reference system is used to provide vehicle lateral displacement

and the upcoming road radius of curvature to the vehicle. The road geometric information

(curvature, start and end points) are obtained off-line and stored in an on-board database. The

absolute position is transmitted to the vehicle, which is then used to extract the road curvature

information. " 147

PATH is discussing the potential for bus implementation with the Alameda-Contra Costa

Transit District (AC Transit). PATH is working with Honeywell on the magnets, with TRW

[146] Weibin Zhang, Research Specialist, Partners for Advanced Transit and Highways (PATH).

[147] Peng, Huei, Weibin Zhang, Steven Shladover, Masayoshi Tomizuka, and Alan Arai, “Magnetic-MarkerBased Lane Keeping: A Robustness Experimental Study,” prepared for the 1993 SAE Congress, September

27, 1992, p. 2.

100
on the steering actuation, and with Gillig on the buses themselves. PATH anticipates a full

demanstration of this technology in three to five years.

Japan

In Japan, the vision system of guidance has been demonstrated with automobiles and a

small Nissan bus. The vision system recognizes vehicle lateral and longitudinal position, and

traffic signs. “Vision-based systems have the potential to be used for a wide variety of vehicle

control purposes, e.g., obstacle detection, collision warning, lane keeping, adaptive cruise

control, etc.“148

* The demonstration, which was supported by the Japan Ministry of International

Trade and Industry, was performed at low speeds and used six to eight videocameras. This

system could be a potential guidance technology for transit in fifteen to twenty years.

[148] Ibid.

101
5. FTA-SPONSORED FIELD OPERATIONAL TESTS AND RESEARCH

Testing in a real-world environment is essential for a complete and proper evaluation of

any technology, system, or innovation. It is only in this environment that the system will be

subjected to the challenges that it will experience in regular operation. As part of the Advanced

Public Transportation Systems Program, the Federal Transit Administration is sponsoring several

Field Operational Tests (FOT) of various innovative technologies throughout the country. These

tests will include a full assessment of each promising technology with test results widely

disseminated. This will allow service providers interested in implementing APTS technologies

and innovations to benefit from the FOT information generated by others. It should reduce

trial-and-error inefficiencies and may eliminate wasteful implementation of systems that are

inappropriate.

Representative Projects

There are several FTA-sponsored FOTs planned or in progress. They are listed in Table

5.1. Further details regarding many of the projects, including status and findings-to-date, are

given earlier in this report. More information also is available from the appropriate FTA contact

or:

Ronald J. Fisher

U.S. Department of Transportation

Federal Transit Administration (TTS-30)

Room 6102

400 Seventh Street, SW

Washington, DC 20590

(202) 366-4995

103
Table 5.1

Current FTA-Sponsored APTS Field Operational Tests and Research149

FTA Contact Local Agency I Local Contact

SMART’ TRAVELER 

Bellevue Smart Traveler Ronald Boenau Municipality of Metropolitan Seattle Cathy Blumenthal

(202) 366-o 195 Seattle, Washington (Bellevue TMA)

(206) 453-0644

California Smart Traveler

Houston Smart Commuter

Ronald Boenau

(202) 366-O 195

Denis Symes

(202) 366-0232

California DOT, Div of New Tech. & Research

Sacramento, California

Metropolitan Transit Authority of Harris County

Houston. Texas

Robert Ratcliff

(9 16) 323-2644

Darryl Pucket

(7 13) 7396093

Twin Cities Smart Traveler

Baltimore, Maryland

[149] Based on information provided by FTA, Office of Technical Assistance and Safety.
Table 5.1 (continued)

Current FTA-Sponsored Field Operational Tests and Research

Chattanooga Smart Card Sean Ricketson
Table 5.1 (continued)

Current FTA-Sponsored Field Operational Tests and Research

Title FTA Contact Local Agency I Local contact II

Operational Test Evaluation

Technology Research

Ronald Fisher

(202) 366-4995

Denis Symes

(202) 366-0232

Volpe National Transportation Systems Center

Cambridge, Massachusetts

Volpe National Transportation Systems Center

Cambridge, Massachusetts

Robert Ow

(617) 494-2411

Robert Ow

(617) 494-2411
APPENDIX

TABLE A.1 List of Contacts150

[150] The following provided input for the report.

Contacts are ordered alphabetically, first by state, then by city within each state, then by organization name within each city. U.S. organizations

are listed first, followed by Canadian organizations, followed by all others. An alphabetical list of people immediately follows as Table A. la
TABLE, A. 1. (continued) List of Contacts

Organization Contact Phone

Los Angeles County Metropolitan Transportation Authority

Los Angeles, California

William Volkmer, Project Manager, Fare

Debitcard Project

(2 13) 244-6976

Bay Area Rapid Transit District

Oakland, California

Metropolitan Transportation Commission

Oakland, California

Larry Kozimor (5 10) 287-4723

Joel Markowitz, Mgr., Adv. Sys. Applications (5 10) 464-7760

Melanie Crotty (5 10) 464-7760

California Smart Traveler

Sacramento, California I

Robert Ratcliff (9 16) 654-8367

Cubic Automated Revenue Collection Group

San Diego, California

San Diego Transit Corporation

San Diego. California

David Miller, Mgr-Customer Svcs.&Training

Theresa Brock

(6 19) 627-4662

(619) 238-0100, x468

San Mateo County Transit

San Mateo, California

John Griffith (415) 5086200

II

Denver Regional Transportation District

Denver, Colorado

Hartford Transportation Services

Hartford, Connecticut

Delaware Transportation Authority

Delaware

Lou Ha (303) 299-6265

David Vozzolo (203) 722-8480

Wayne Spaulding, Assistant Director, Program (302) 739-4593

Development

Applied Systems Institute, Inc.

Washington, District of Columbia

Information Management International, Inc.

Washington. District of Columbia

Peter Ognibene, Vice President (202) 371-1600

Robert Tanenhaus, President (202) 797-00 13

Washington Metropolitan Area Transit Authority

Washington, District of Columbia I

Peter Benjamin, Ass. Gen. Manager-Finance

I

(202) 962-1200

II
TABLE A.1. (continued) List of Contacts

Organization Contact I Phone II

LYNX bus line of Orange, Osceola and Seminole Counties

I

Glen Parrish

I

(407) 84 l-2279

Florida II

Monarch Electronics, Inc. (Colby Monitoring Products)

Florida

Marv Stuart (305) 866-l 885

Manatee County Area Transit

Bradenton. Florida I

Chuck Firestone

I

(813) 749-7144

II

Greater Pinellas Transp. Mgmt Svc., Inc.

Clearwater, Florida

Bud Williams (813) 586-2811

II

Paratransit service

Deland. Florida I

Buffy Hunt

I

(904) 7366411

II

Broward County Division of Mass Transit

Fort Lauderdale, Florida

Glen Margolis

Bruce Coleman

(305) 357-839 1

(305) 357-839 1 II

Jacksonville brokerage

Jacksonville, Florida I

Joyce O’Brien

I

(904) 396-1814

Jacksonville Transportation Authority

Jacksonville. Florida

Joseph Mistrot

I

(904) 650-3 153

II

Automated Dispatch Services (ADS), Inc.

Miami, Florida I

David Brown (305) 471-0441

Metropolitan Dade County Transportation Authority

Miami. Florida

Louis Revas (305) 375-3203

Richard Jones I (305)) 637-37 17 II

Hillsboro Area Regional Transit Authority

Tampa, Florida

Steve Roberts (8 13) 623-5835

Palm Beach County Transportation Authority

West Palm Beach. Florida I

Jerry Bryan

I

(305) 233-l 114

II

Georgia Institute of Technology

I

Gene Greneker, Professor of Engineering

I

(404) 528-7744

Georgia II
TABLE A.P. (continued) List of Contacts

Organization Contact I Phone

Honolulu Public Transportation Authority

Honolulu, Hawaii

James Burke (808) 523-4445

Mayflower Contract Services

Honolulu, Hawaii

Mike Kopaczewski (808) 8414322

Decision Sciences, Inc.

Illinois

Charles Jones, President (708) 965-158 1

Belleville Area College Senior Citizens Center

Belleville, Illinois

Rudy Muzzerelli

Champaign-Urbana Mass Transit District

Chamuainn-Urbana, Illinois I

Jim Dhom

(618) 277-7964

(217) 384-8188

Chicago Transit Authority

Chicago, Illinois

Regional Transportation Authority

Chicago. Illinois

Joe Simonetti, General Manager, Revenue

Equipment Technology and Maintenance

Ronald Baker, General Manager,

Communications Implementation Task Force

Rich Mizera, Dir., PCIS and PRT Projects

(312) 521-1415

(312) 664-7200, x41

(312) 917-0799

Madison County Transit

Granate City, Illinois

Todd Plesko

I

(618) 797-0660

Ace Cab (Shared-ride and Dial-a-Ride)

Indiana

Northern Indiana Commuter Transportation District

Indiana

Mike Personnette

Boris Matakovic, Systems Analyst

I

(2 19) 926-5744

Micro Dynamics Corporation

Evansville, Indiana I

Paul Buroker

Aid Ambulance

Indianapolis, Indiana I

Rick Archer

(8 12) 477-3090

(317) 546-1581
TABLE A.1. (continued) List of Contacts

Organization

Iowa !&ate University

Ames. Iowa

Des Moines Metropolitan Transit Authority

Des Moines, Iowa

Transit Authority of River City

Louisville, Kentucky

Washington-Hancock Community Agency

Maine

Bar Harbor Software, Inc.

Bar Harbor, Maine

Germantown Taxi

Germantown, Maryland

Mass Transit Administration

Baltimore, Maryland

Coopers & Lybrand

Boston, Massachusetts

Massachusetts Bay Transportation Authority

Boston, Massachusetts

Smart Routes, Hot Line

Boston Area, Massachusetts

DAVE Transportation Services, Inc.

Cambridge, Massachusetts

Multisystems

Cambridge. Massachusetts

Contact I Phone

Mary Kihl (5 15) 294-0734

Tom Blair

I

(515) 283-8111

John Woodford

Bill Mason I

(502) 561-5104

Barbara Donovan -

I

(207) 546-7544

Doug Lee I (207) 667-8007

Mike Salmany

Ray Carroll

David Hill

Robert Ropp, Senior Associate I (617) 621-3619

James T. Brown, Chief Revenue Officer

Mike Francis, Sup. of Central Control

Alan Casteline

Robert Clark

(617) 722-5728

(617 or 508) 574-1234

(617) 722-5758

(617) 722-573 1

(617) 722-3493

David Naiditch I (617) 491-0941

Daniel Fleishman, Dir, Transit Policy Anal.

I

(617) 864-5810

Kurt Dossin (617) 864-5810
TABLE A.1. (continued) List of Contacts

Organization Contact I Phone

Southeastern Regional Transit Authority

New Bedford, Massachusetts

 Peter Pann Buslines

Springfield, Massachusetts

Jane Kirby

Lloyd Jack

(508) 997-6767

(413) 781-3320

Veterans Transportation Services

I Waltham, Massachusetts

’ Michigan Department of Transportation

~ Michigan

JoAnn Zebal

Janet D’Ignazio

(617) 899-7433

(5 17) 373-2834

Ann Arbor Transportation Authority

, Arm Arbor, Michigan

William Hiller (3 13) 973-6500

Michael Bolton, General Manager

1 Detroit Department of Transportation

1 Detroit, Michigan

I

, 3M Corporation

Minnesota

Doreen Tyrell

Robert Johnson, Marketing Specialist for

Opticum

(313) 223-2121

(612) 733-0647

 Minnesota DOT

 Minnesota I

Melanie Brawn, RSI (Transit) Division (6 12) 282-2474

Dick Stehr, Planning Development and Traffic (612) 297-3532

~ Castle Rock Consultants (Minnesota Guidestar, rural prjcts)

Eagan, Minnesota

Chris Hill (in Minnesota) (612) 686-6321

I Kansas City Area Transportation Authority

I Kansas Citv. Missouri

John Dobies, Director of Transportation (816) 346-0216

Caravan Bus Lines

 New York
TABLE A.1. (continued) List of Contacts

Organization Contact I Phone

New York City Transit Authority

Brooklyn, New York

Dick Trenary, VP and Program Mgr for AFC (7 18) 694-5273

Dave Weiss, Prjct Mgr for Control Ctr Project (718) 694-3690

TWC Ambulance

Long Island, New York

Long Island Rail Road

New York. New York

Al Iguiori

John Swanson, Manager, Automated Ticket

Sales

(516) 431-4569

Digital Recorders, Inc., (Talking Bus)

North Carolina

Mecklenburg County Department of Social Services

Charlotte, North Carolina

Gaston County Coordinated Transportation

Gastonia, North Carolina

Bruce Thomas, V. P. Sales

Carol Schuster

Vincent Withers

Sheila Courtney

(800) 222-9583

(919) 361-2155

(704) 336-4546

(704) 866-3 107

Greensboro Specialized Transportation

Greensboro, North Carolina

Easy Street (Dynamic Scheduling Software)

Raleigh. North Carolina

Project Sparkplug - Canton Regional Transit Authority

Canton, Ohio

Rogue Valley Council of Governments

Central Point. Oregon

Portland Smart Vehicle, Tri-Met

Portland, Oregon

1 Donnie Funderburk

I

(919) 275-9100

i Art Stratemeyer

Patrick Simnons I

(9 19) 848-999 1

(9 19) 848-999 1

Clark Hart

I

(216) 454-6132

Gary Shaff

Jon Deason

(503) 664-6674

(503) 6646674

Ken Turner (503) 238-49 18

Salem Area Transit

Salem, Oregon

Sioux Falls Paratransit

Sioux Falls, South Dakota

Greg Cook, General Manager

David Braun

(503) 588-2885

(605) 339-7 183
TABLE A.1. (continued) List of Contacts

Organization contact I Phone

J.W. Leas & Associates Ashok Joshi, Senior Transportation Engineer

Pennsylvania I

Community Transit of Delaware County

Philadelphia, Pennsylvania I

Judith McGrane, General Manager

(215) 525-1952

(2 15) 532-2900

COMSIS Corporation

Pittsburgh, Pennsylvania

Marcia DeJulio (412) 279-9110

Beaver County Transit Authority

Rochester. Pennsylvania

Bruce Ahern, General Manager (4 12) 728-4255

K-TRANS

Knoxville, Tennessee

Paulette Lay (6 15) 546-3752

Beaumont Nutrition and Service for the Elderly

Texas

Elaine Shellenberger (409) 8924455

Kaufman County Senior Citizen Service Doris Jenkins (214) 563-1422

Texas

Scientific Systems

Texas

Pete Schumacher (8 17) 467-5555

SPAN

Texas

Sharon Olafson (2 14) 434-2466

Texas Transportation Institute Katherine Turnbull, Program Manager

College Station, Texas

Agent Systems, Inc.

Dallas, Texas

(409) 845-1535

Bruce David, Director of Marketing (2 14) 630-0400

AmTech Frank Dorrence (214) 7336045

Dallas, Texas

AutoTrac

Dallas. Texas

Pat Friend (214) 480-8145
TABLE A.l. (continued) List of Contacts

Dallas, Texas

Salt Lake City Aging Service
TABLE A.l. (continued) List of Contacts

Organization Contact Phone

Schlumberger Technologies, Parking & Transit Systems

Chesaneake. Virginia 1 Bertrand Moritz, Marketing Manager (800) 523-2114

Tidewater Consultants

Virginia Beach, Virginia

Andi Overton (804) 497-895 1

Bellevue Smart Traveler

Bellevue, Washington

Paratransit Systems International, Inc.

Bremerton, Washington

Cathy Blumenthal

Jeff Forville

(206) 453-0644

(800) 926-2345

Paratransit Services

Bremertown, Washington

Clallam Paratransit

Port Angeles, Washington

Mason County Dial-A-Ride

Shelton, Washington

Bruce Barrett

Dan Lucas

Dan Morrissey

(206) 377-7 176

(206) 452-l 397

(206) 427-5033

Spokane Transit Authority

Spokane, Washington I

John Matthews (509) 3256033

Sheboygen Transit System

Sheboygen, Wisconsin I

Ray Ann Brunette

I

(4 14) 459-328 1

Calgary Transit

Calgary, Alberta, CANADA

Fred Warg (403) 277-97 16

II

BC Transit

Kamloops, British Columbia, CANADA

BC Transit

Kelowna, British Columbia, CANADA

Anita Sevard (604) 376-7525

Arly Dawson (604) 762-3278

BC Transit

Nanaimo, British Columbia, CANADA

Brian Warner (604) 390-3000

II
TABLE A.l. (continued) List of Contacts

Organization Contact I Phone

BC Transit

Victoria, British Columbia, CANADA

Metro Transit, City of Halifax

 Halifax. Nova Scotia. CANADA

Peter Ganyon

Moss Mombourquette

(604) 479-3 111

(902) 42 l-2647

UMA Engineering Ltd.

Mississauga, Ontario, CANADA

, Ottawa-Carleton Regional Transit Commission

Ottawa, Ontario, CANADA

Canadian Urban Transit Association

Toronto. Ontario. CANADA

Fran Fendelet, Marketing Manager

Helen Gault, P.Eng., Dir., Systems Planning

Brendon Hemily

(416) 238-0007

(613) 7416440

(416) 365-9800

Barry Pekilis, Research Enginee
TABLE A.la List of Contacts - Alphabetical Person Index

Contact Organization

Rick Archer Aid Ambulance

Theresa Brock

David Brown

James T. Brown

Ray AM Brunette

Jerry Bryan

Bee Buergler

San Diego Transit Corporation

San Diego, California

Automated Dispatch Services (ADS), Inc.

Miami, Florida

Massachusetts Bay Transportation Authority

Boston, Massachusetts

Sheboygen Transit System

Sheboygen, Wisconsin

Palm Beach County Transportation Authority

West Palm Beach, Florida

JHK & Associates

Virginia

118
TABLE A.la (continued) List of Contacts - Alphabetical Person Index

Marcia DeJulio
TABLE A.la (continued) List of Contacts - Alphabetical Person Index

Kansas City Area Transportation Authority

Kansas City, Missouri

Barbara Donovan Washington-Hancock Community Agency

Maine

Phil Dorcas Philip G. Dorcas and Associates

Fort Worth, Texas

Frank Dorrence

I

AmTech

Dallas, Texas

Kurt Dossin

Fran Fendelet

I

Multisystems

Cambridge, Massachusetts

I

UMA Engineering Ltd.

Mississauga, Ontario, CANADA

Chuck Firestone

I

Manatee County Area Transit

Bradenton, Florida

Daniel Fleishman

Zev Fogel

Jeff Forville

Mike Francis

Pat Friend

Donnie Funderburk

Peter Ganyon

Helen Gault

Gene Greneker

Multisystems

Cambridge, Massachusetts

U.S. Public Technologies

California

Paratransit Systems International, Inc.

Bremerton, Washington

Massachusetts Bay Transportation Authority

Boston, Massachusetts

AutoTrac

Dallas, Texas

I

Greensboro Specialized Transportation

Greensboro, North Carolina

I

BC Transit

Victoria, British Columbia, CANADA

I Ottawa-Carleton Regional Transit Commission

Ottawa, Ontario, CANADA

I Georgia Institute of Technology

Georgia

John Griffith I San Mateo County Transit

San Mateo, California

120
TABLE A.1a (continued) List of Contacts - Alphabetical Person Index

Nigel Hamer

David Hill Mass Transit Administration
TABLE A.la (continued) List of Contacts - Alphabetical Person Index
TABLE A.la (continued) List of Contacts - Alphabetical Person Index

Contact Organization

Brad Miller

II David Miller

Rappahannock Transportation Commission

Cubic Automated Revenue Collection Group

San Diego, California

Joseph Mistrot I Jacksonville Transportation Authority

Jacksonville, Florida

Rich Mizera I Regional Transportation Authority

Chicago, Illinois II

Margaret Moilov I Caltrans, Public Transportation Branch

Los Angeles, California II

Moss Mombourquette I Metro Transit, City of Halifax

Halifax, Nova Scotia, CANADA

Marshall Moreyne I Telecite, Inc.

Montreal, Quebec, CANADA

Bertrand Moritz Schlumberger Technologies, Parking & Transit Systems

Chesapeake, Virginia

II Dan Morrissey Mason County Dial-A-Ride

Shelton, Washington

II Cameron Muhick

Rudy Muzzerelli

Northern Virginia Transportation Commission

Virginia

I Belleville Area College Senior Citizens Center

Belleville, Illinois

II David Naiditch I DAVE Transportation Services, Inc.

Cambridge, Massachusetts II

Joyce O’Brien I Jacksonville brokerage

Jacksonville, Florida

Peter Ognibene I Applied Systems Institute, Inc.

Washington, District of Columbia II

II Sharon Olafson I SPAN

Texas

II Andi Overton Tidewater Consultants

Virginia Beach, Virginia II

Jim Paral I City of Anaheim

Anaheim, California II

II Glen Parrish LYNX bus line of Orange, Osceola and Seminole Counties

Florida

123
TABLE A.la (continued) List of Contacts - Alphabetical Person Index

Contact Organization

Chris Patrick

Barry Pekil is

Mike Personnette

Dallas Area Rapid Transit

Dallas, Texas

Ontario Ministry of Transportation

Toronto, Ontario, CANADA

Ace Cab (Shared-ride and Dial-a-Ride)

Indiana

George Picket Luminator

Plano, Texas

Todd Plesko

Robert Ratcliff

Madison County Transit

Granate City, Illinois

California Smart Traveler

Sacramento, California

Louis Revas

Mark Revis

Steve Roberts

Robert Ropp

Mr. Rousse

Mike Salmany

I Metropolitan Dade County Transportation Authoirity

Miami, Florida

I New Jersey Transit

New Jersey

Hillsboro Area Regional Transit Authority

Tampa, Florida

Coopers & Lybrand

Boston. Massachusetts

Montreal Urban Community Transport Commission

Montreal, Quebec, CANADA

Germantown Taxi

Germantown, Maryland

Pete Schumacher

Carol Schuster

Anita Sevard

Gary Shaff

Elaine Shellenberger

Scientific Systems

Texas

Digital Recorders, Inc., (Talking Bus)

North Carolina

BC Transit

Kamloops. British Columbia. CANADA

I Rogue Valley Council of Governments

Central Point, Oregon

Beaumont Nutrition and Service for the Elderly

Texas

Howard Shock Northern Virginia Transportation Commission

Virginia

124
TABLE A.1a (continued) List of Contacts - Alphabetical Person Index

Patrick Simmons namic Scheduling Software)

North Carolina

John Swanson

125
TABLE A.la (continued) List of Contacts - Alphabetical Person In

Contact

Ken Turner

Doreen Tyrell

William Volkmer

David Vozzolo

Fred Warg

Brian Warner

Dave Weiss

Jess Wells

Bud Williams

Vincent Withers

John Woodford

JoAnn Zebal

Weibin Zhang

Organization

Portland Smart Vehicle, Tri-Met

Portland. Oregon

Detroit Department of Transportation

Detroit, Michigan

Los Angeles County Metropolitan Transportation Authority

Los Angeles, California

Hartford Transportation Services

Hartford, Connecticut

Calgary Transit

Calgary, Alberta, CANADA

BC Transit

Nanaimo, British Columbia, CANADA

New York City Transit Authority

Brooklyn, New York

Etak, Inc.

Menlo Park, California

Greater Pinellas Transp. Mgmt Svc., Inc.

Clearwater, Florida

Mecklenburg County Department of Social Services

Charlotte, North Carolina

Transit Authority of River City

Louisville, Kentucky

Veterans Transportation Services

Waltham, Massachusetts

University of California

Berkeley, California

126
TABLE A.2. Paratransit Contacts and Their Suppliers

User (Paratransit Agency Name) Contact Name Phone Automated System Being Used

(Vendor)

Mayflower Contract Services Rides Unlimited

(Paratransit Systems International Inc.)

Honolulu Public Transportation Authority
TABLE A.2. (continued) Paratransit Contacts and Their Suppliers

User (Paratransit Agency Name)

Des Moines Metropolitan Transit Authority

Des Moines. Iowa

Washington-Hancock Community Agency

Maine

Germantown Taxi

Germantown, Maryland

DAVE Transportation Services, Inc.

Cambridge, Massachusetts

Southeastern Regional Transit Authority

New Bedford. Massachusetts

Veterans Transportation Services

Waltham, Massachusetts

TWC Ambulance

Long Island, New York

Mecklenburg County Department of Social Services

Charlotte, North Carolina

Gaston County Coordinated Transportation

Gastonia, North Carolina

Greensboro Specialized Transportation

Greensboro, North Carolina

Project Sparkplug - Canton Regional Transit Authority

Canton, Ohio

Sioux Falls Paratransit

Sioux Falls, South Dakota

K-TRANS

Knoxville. Tennessee

Contact Name

I

Phone Automated System Being Used

(Vendor)

Tom Blair (515) 283-8111 CADMOS-Pro +

(Micro Dynamics Corporation)

Barbara Donovan (207) 546-7544 (Bar Harbor Software, Inc.)

Mike Salmany (301) 990-7000 CADMOS-Pro +

(Micro Dynamics Corporation)

David Naiditch (617) 491-0941

I

MIDAS

(Multisystems)

Jane Kirby DISPATCH-A-RIDE

(Multisystems)

JoAnn Zebal

Al Iguiori

Vincent Withers

(617) 899-7433 DISPATCH-A-RIDE

(Multisystems)

(5 16) 43 l-4569 EMTRACKTM

(Automated Dispatch Services, Inc.)

(704) 336-4546 EasyTripsTM

(Easy Street Software, Inc.)

Sheila Courtney (704) 866-3107 EasyTripsTM

(Easv Street Software. Inc.)

Donnie Funderburk

Clark Hart

David Braun

(919) 275-9100 DISPATCH-A-RIDE

(Multisystems)

(216) 454-6132 QUICK-ROUTETM

(Decision Sciences, Inc.)

(605) 339-7 183 DISPATCH-A-RIDE

(Multisystems)

Paulette Lay (6 15) 546-3752 DISPATCH-A-RIDE

(Multisystems)
TABLE A.2. (continued) Paratransit Contacts and Their Suppliers

User (Paratransit Agency Name) Contact Name

I

Phone Automated System Being Used

(Vendor)

Beaumont Nutrition and Service for the Elderly

Texas

Elaine Shellenberger (409) 892-4455 Paratransit Scheduling Package

(Philip G. Dorcas and Associates)

Kaufman County Senior Citizen Service

Texas

SPAN

Texas

Dallas Area Rapid Transit

Dallas, Texas

El Paso Para Transit Department

El Paso, Texas

VIA Metropolitan Transit

San Antonio, Texas

Salt Lake City Aging Service

Utah

American Contracting Management

Virginia

Doris Jenkins

Sharon Olafson

Dotie Thompson (214) 828-6628

Robin Stone

Stephen Thomas

Scott McBeth

Jim McCleary

(214) 563-1422

(214) 434-2466

(915) 533-1220 QuoVadis

(UMA Engineering Ltd.)

(5 12) 227-537 1 QuoVadis

(UMA Engineering Ltd.)

(801) 468-2753 Paratransit Scheduling Package

(Philip G. Dorcas and Associates)

(703) 960-2264 CADMOS-Pro +

(Micro Dynamics Corporation)

Paratransit Scheduling Package

(Philip G. Dorcas and Associates)

Paratransit Scheduling Package

(Philip G. Dorcas and Associates)

MIDAS

(Multisystems)

Paratransit Services

Bremertown, Washington

Clallam Paratransit

Port Angeles, Washington

Mason County Dial-A-Ride

Shelton, Washington

Spokane Transit Authority

Spokane, Washington

BC Transit

Kamloops, British Columbia, CANADA

Bruce Barrett

Dan Lucas

Dan Morrissey

John Matthews

Anita Sevard

(206) 377-7 176 Rides Unlimited

(Paratransit Systems International Inc.)

(206) 452-1397 Rides Unlimited

(Paratransit Systems International Inc.)

(206) 427-5033 Rides Unlimited

(Paratransit Systems International Inc.)

(509) 325-6033 QUICK-ROUTETM

(Decision Sciences, Inc.)

(604) 376-7525 Rides Unlimited

(Paratransit Systems International Inc.)
TABLE A.2. (continued) Paratransit Contacts and Their Suppliers

User (Paratransit Agency Name) Contact Name Phone Automated System Being Used

(Vendor)

BC Transit Arly Dawson (604) 762-3278 Rides Unlimited

Kelowna, British Columbia, CANADA (Paratransit Systems International Inc.)

BC Transit

Nanaimo, British Columbia, CANADA

BC Transit

Victoria, British Columbia, CANADA

Brian Warner

Peter Ganyon

(604) 390-3000 Rides Unlimited

(Paratransit Systems International Inc.)

(604) 479-3 111 Rides Unlimited

(Paratransit Systems International Inc.)

Toronto Transit Commission

Toronto, Ontario, CANADA I

Agnes Csors I (4 16) 393-2631 GIRO/ACCES I

II Montreal Urban Community Transport Commission I Serge Belanger

Montreal, Quebec, CANADA Mr. Rousse I (514) 280-5829

(514) 280-6308 I MIDAS (Multisystems)

GIRO/ACCES
TABLE A.3 Systems Discussed in State of the Art, Update ‘94*

Agency, Project or Location

Bay Area Rapid Transit, CA

City of Anaheim, CA

Culver City Transit, CA

.os Angeles, CA

MTC/Bay Area, CA

Omni Transit, CA

‘ATH, CA

Riverside TA, CA

Sacramento, CA

San Diego Transit, CA

Santa Monica Mun. BL, CA

Sunline Transit, CA

Ventura Co. TC, CA

Denver RTD, CO

DOT, DE

WMATA. DC

Broward Co. TA. FL

Dade Co., FL

LYNX , FL

Pinelas Co., FL

Chicago TA, IL

Regional Transp. Auth., IL

No. Indiana Comm. TD, IN

TA of River City, KY

Baltimore MTA, MD

MBTA, MA

Peter Pan Buslines, MA

Smart Routes, MA

Ann Arbor TA, MI

Detroit. Ml

* Systems arranged by country, and alphabetically by state or province and by implementing

agency, project name or location within states, provinces, or countries

131
X X x x X X Automated Transit Information

X x x x x Real-Time Rideshare Matching

X X X Multimodal Trip Reservation/Billing

X X Integrated Fare Media

X x x X x x Automated Ticketing and Payment

X X x x X xx x x x x x x x Automated Vehicle Location

X X X Operations Software

x x X Demand Responsive Dispatching

X X Multimodal Traveler Information

Multimodal Electronic Fare Paymen

X X High Occupancy Vehicle Monitoring

Transportation Management Center

Vehicle Guidance
TABLE A.3 (Continued) Systems Discussed in State of the Art, Update ‘94

*U.S. G.P.0.:1994-301-717:80541 133
NOTICE

This document is disseminated under the sponsorship of the U.S.

Department of Transportation in the interest of information exchange.

The United States Government assumes no liability for its contents or

use thereof.

The United States Government does not endorse manufacturers or

products. Trade names appear in the document only because they are

essential to the content of the report.

This report is being distributed through the U.S. Department of

Transportation’s Technology Sharing Program.

DOT-T-94-09
DOT-T-94-09

A Program of the U.S. Department of Transportation