ADVANCED TRAFFIC MANAGEMENT SYSTEMS

COMMERCIAL VEHICLE OPERATIONS

ADVANCED VEHICLE CONTROL SYSTEMS

MOBILITY 2000 PRESENTSINTELLIGENT VEHICLESAND HIGHWAY SYSTEMS

1990 SUMMARY

1The United States is now moving from the enormously successful

VISION OF Interstate Highway construction program to programs that will set the

INTELLIGENTcourse of highway transportation well into the 21st century. Thesepresent program decisions will determine the mobility, safety, and

VEHICLE/HIGHWAY viability of highway operations for present and future generations-SYSTEMS just as the Interstate program did 35 years ago.

A significant part of the post-Interstate highway program is expectedto be a national cooperative program of Intelligent Vehicle HighwaySystems (IVHS). This program will involve public-private partners injoint ventures. It will develop, test, and deploy advanced electronicstechnology and systems to meet the increasingly critical operationalneeds of the highway transportation system. IVHS will be a majorcomplement to other highway improvement programs such as pres-ervation and new construction. These programs are essential tomaintain the viability of the highway system.

IVHS include a range of technologies and ideas that can improvemobility and transportation productivity, enhance safety, maximizeexisting transportation facilities and energy resources, and protect theenvironment. IVHS are based on modern communications, computerand control technologies. The program contains four broad, interre-lated areas: advanced traffic management systems, advanced driverinformation systems, commercial vehicle operations, and advancedvehicle control systems.

The program will involve significant cooperation among governmentat all levels, universities, and industries such as those producing motorvehicles, electronics, communications, computers, and transporta-tion services.

The results of this national undertaking will continue over many years.Many near-term benefits will come from applying existing, state-of-the-art technology. Long-term benefits will accrue well into the nextcentury. These long-term benefits will, in some cases, require exten-sive research and development. Profits from short- and medium-termbenefits will justify the longer-term research and development needs,

.

2NATIONAL MOBILITYIVHS will significantly improve mobility in the United States. Urbanareas will more efficiently manage their existing streets and freewaysthrough improved traveler information and traffic control systems.Rural and urban area travelers will benefit from improved security,comfort, and convenience. Experience gained from better manage-ment of existing facilities will further improve the design and use of newfacilities. With the time and energy saved through enhanced travelefficiency, the cost of producing goods and services will decrease,resulting in improved industrial profitability and international competi-tiveness

All vehicle operators will benefit from more efficient and less stressfultravel. Through IVHS, drivers may access routing information thatallows them to select a route based on speed, fuel efficiency, scenicviews, interesting places, or many other variables. Older drivers willhave more mobility because advanced technologies can augmentvision and judgment, for instance at night or during bad weather.Significant improvements in service levels and transportation informa-tion systems will increase the attractiveness of transit, car pooling, vanpooling, and other multiple-occupancy vehicle systems.

Measured, quantified improvements to mobility include: reducedcongestion, accommodation of increased travel and higher trip speeds,reduced motorist confusion and aggravation, augmented and en-hanced driver capabilities, reduced cost in the transportation elementof producing goods and services, and reduced driver fatigue andfrustration.

3 SAFETY

Productivity

International

I Competitiveness

Travel Time

Stress

Emisions

I Average Speed

Accidents

Congestion

IVHS will significantly improve safety on highways and streets in theUnited States. In fact, many believe that IVHS technologies, such asdriver information systems providing in-vehicle advisory and warningmessages, plus future control assist systems, will usher in a new,substantially increased level of motoring safety. Future IVHS systemswill include obstacle detection, collision warning, and collision avoid-ance features to help drivers avoid serious accidents. Such systemswill be especially useful in rural driving situations, where the fatality andserious injury accident rate is significantly higher than the nationalaverage.

Safety benefits will be substantial. They include reduced fatalities,injuries and property damage. Further, reducing accidents will keeplanes open and minimize the frustration that can contribute to furtheraccidents. The economic byproducts of reduced accidents will benefitall society, not just transportation system users.

ENERGY AND ENVIRONMENT1 IVHS improve energy efficiency by reducing congestion, and improv-

ing travel planning and routing. Drivers may obtain information onrecommended routes, based on traff ic conditions, time of day, weather,construction, or other variables. Rural and urban drivers will find travel

’ time decreases in a smoother traffic stream.

I IVHS has environmental benefits through fuel savings, reduced ve-hicle emissions, and reduced noise levels. These improvements areespecially helpful in metropolitan areas with particularly severe needs.

Direct benefits that have been measured include: reduced vehicleemissions, enhanced use of HOV and transit, and more efficient useof existing facilities.

4 ORGANIZATIONS AND INSTITUTIONSThese IVHS-based improvements will be accomplished through apartnership of public and private organizations carried out through athoughtfully planned, coordinated National Cooperative Program.Partners in this program include federal, state and local government,universities, and private sector industries including those producingmotor vehicles, electronics, communications, computers, and trans-portation services.

This cooperative program is essential to the successful implementa-tion of IVHS technologies. It must recognize the complex matrix ofgovernment, industry, society, and individuals who are responsible forand users of the transportation system. The vision of IVHS will becomea reality through coordinated efforts among these many partners. Thisreality, in concert with other highway programs, will continue themobility that helped the United States develop preeminence in the

BART (Binocular Autonomous Research world. Mobility enabled the U. S. to excel in the world marketplace, forTeam) is being developed at Texas A&MUniversity. The autonomous vehicle can fol-

we could move people and products more efficiently and safely than

low a lead car, execute turns, and stop itself, other countries. IVHS will also strengthen our position as a majorusing only video imput. supplier to world markets of transportation products, services, and

systems. Our quality of life will improve, and our transportation infra-structure will continue to be the standard of the world.

WHAT AREINTELLIGENTVEHICLE/HIGHWAYSYSTEMS?

Many modern communication, computer, control, and electronic tech-5

nologies have been incorporated into stand-alone traffic managementapplications. Traffic signal timing is a good example. IVHS combinecomponent technologies to provide a more productive highway sys-tem. IVHS is, therefore, not a single, static technology, but a continuallyevolving group of technologies. Each advancement will build uponprevious advancements, and provide increased benefits to highwayoperators and users. For example, existing technologies streamlineoperation of urban traffic systems and commercial vehicle operations.Soon, improved driver information and navigation systems will enableinformed route selection. Other technologies will enhance individualand system performance. Further along, systems will help driversavoid accidents, and improve the mobility of physically impaireddrivers Eventually, streams of vehicles may be fully automaticallycontrolled to permit substantially improved and safer traffic flow.

Mobility 2000 grouped IVHS technologies into four functional areasThe functional areas depend on similar technologies. For example,increased communication capacity depends on increased channelcapacity. The total vision must always be considered so that initialinstallations are suitable to become permanent installations. A systemengineering prospective is key to the successful evolution of IVHS.

l Advanced Traffic Management Systems (ATMS) permit real-timeadjustment of traffic control systems and variable signing for driveradvice. Their application in selected corridors has reduced delay,travel time, and accidents.

l Advanced Driver Information Systems (ADIS) let drivers know theirlocation and how to find desired services ADIS permit communica-tion between driver and ATMS for continuous advice regarding trafficconditions, alternate routes, and safety issues.

l Commercial Vehicle Operations (CVO) select from ADIS those fea-tures critical to commercial and emergency vehicles. They expeditedeliveries, improve operational efficiency, and increase safety. CVOwill be designed to interact with ATMS when ATMS is fully developed.

l Advanced Vehicle Control Systems (AVCS) apply additional technol-ogy to vehicles to identify obstacles and adjacent vehicles, thusassisting in the prevention of collisions in safer operation at highspeeds. AVCS will interact with the fully developed ATMS to provideautomatic vehicle operations.

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ADVANCEDTRANSPORTATIONMANAGEMENTSYSTEMS(ATMS)

ATMS involve detection, communication, and control. A surveillancesystem detects traffic conditions in a metropolitan area and transmitsthe information to a traffic management center. The traffic manage-ment center processes the information and combines it with informa-tion obtained from other sources, including from other vehicles actingas probes in the traffic stream. The processed information is used to:

l advise people about current and expected traffic conditionsl inform people of the location, severity, and expected duration of

incidentsl recommend the best routes for people to take to reach their destina-

tion.

The information is also used to develop ramp metering rates and trafficsignal timing to meet current and anticipated conditions. To implementthe best control strategies, adjacent jurisdictions must cooperate, forexample, when diverting traffic from a freeway to an arterial. Compe-tent operating staff and maintenance crews will also be required tokeep traffic moving.

ATMS are being introduced with current technology, and will benefitfrom advanced technology. Where installed, they are reducing con-gestion by improving traffic flow, and reducing accidents and emis-sions.

l In Minneapolis/St. Paul freeway speeds increased 35%, and acci-dents declined 27%.

l In Seattle, ramp metering reduced travel time from 22 to 11.5 minuteswhile volume rose and accidents decreased.

l On Long Island, travel time decreased 13 to 20%, fuel consumptionfell 6.7%, hydrocarbon emissions fell 13.1%, and carbon monoxideemissions fell 17.4%.

Traffic management during incidents may reap the largest benefits.

l An accident blocking one of three lanes reduces capacity by 50%.

l A 20-minute blockage wastes 2100 vehicle-hours, makes a queuealmost 2 miles long, and takes 2 1/2 hours to clear. During peakperiods, waste and delay may be fifty times worse.

ADVANCEDDRIVERINFORMATIONSYSTEMS(ADIS)

ADIS equipment in the vehicle will use visual or auditory systems to 7inform the motorist of current traffic conditions, and provide real-timeguidance on route decisions. ADIS will provide safety advisory andwarning messages to the motorist, which will be especially beneficialin decreased visibility situations involving weather or sight distance.ADIS will also provide an on-board “Yellow Pages” type directory ofmotoring information.

Specific ADIS features include:

l vehicle location, map-matching navigation system

l traffic information receiver

l route-planning for minimum distance of travel

l color video display for maps, traffic information, and route guidance

l an on-board database with detailed maps, business directory, spe-cific locations of services, hospitals, and tourist-related information

l information from traffic management centers on congestion, inci-dents, and other traffic problems

l electronic vehicle identification for toll debiting

l safety advisory systems

l assistance for aged drivers

l “mayday” signaling and response capabilities.

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COMMERCIALVEHICLEOPERATIONS(CVO)

Global competition is forcing U. S. companies to change the way theydo business. Carriers are being asked to provide faster, more reliable,and more cost-effective services. IVHS technologies are emerging asthe key tools that carriers need to reduce costs and improve produc-tivity. These productivity improvements have a direct impact on thequality and competitiveness of U. S. businesses and industries at boththe national and international levels.

IVHS technologies, such as weigh-in-motion sensors, automatedvehicle identification transponders, and automated vehicle classifica-tion devices-some already deployed-will reduce the time spent inweigh stations, reduce labor costs to states, and minimize red tape forcommercial operators.

Commercial vehicles are leading the way in the applications of IVHStechnologies. Already they are using automatic vehicle location,tracking, and two-way communications; routing algorithms for dis-patch; and in-vehicle text and map displays. IVHS technologies of useto commercial vehicles include:

l automatic vehicle identification

l weigh-in-motion

l automatic vehicle classification

l electronic placarding/bill of lading

l on-board computer

l two-way real time communication

l automatic clearance sensing.

ADVANCEDVEHICLECONTROL

AVCS enhance vehicle control by facilitating and augmenting driverperformance. Ultimately, they could relieve the driver of most drivingtasks in high-demand traffic corridors, or long-distance, high-speedtrips. Three levels of enhancement are foreseen.

Early AVCS technologies should include vehicle-based systems thatdetect the presence of obstacles or other vehicles. Studies haveshown that one-half of all rear-end collisions, and up to one-third ofintersection accidents could have been prevented if the driver had anadditional l/2 second warning. Basic AVCS will use a radar-typetechnology and other on-board systems to:

l provide additional warning timel observe presence of vehicles or obstacles in blind spotsl warn drivers of loss of alertness.

Intermediate AVCS technologies will initially implement lateral andlongitudinal vehicle control functions in specific applications such ashigh occupancy vehicle (HOV) lanes. Vehicles would enter the lanesvoluntarily under manual control, but once in the lane, would be underfull or partial control. Advantages include:

l increased speedl increased safety and reduced collisionsl platooning (the linking of a cadre of vehicles)l for private vehicles, vehicle-to-vehicle communication of travel paths.

The most comprehensive AVCS applications will build on early andintermediate technologies to completely automate driving functionsfor vehicles operating on specially-equipped freeway facilities. Thesesystems will be especially effective in:

l “automatic chauffeuring” of vehicles from on-ramp arrival to off-rampdeparture.

l increasing the throughput of traffic in both urban and intercity, high-demand traffic corridors

l realizing a new level of safety and mobility through high-speedoperation in Interstate travel.

BENEFITS FROMIMPROVEDMOBILITY

The benefit most often visualized of IVHS isthe role it will play in reducing traffic conges-tion. The daily commuter knows well theroutefrom home to work, but may not alwaysknow of impending congestion on the route,accident locations, road maintenance, or otherfactors. IVHS technologies enable the dailycommuter to choose routes that minimizecongestion. Commercial delivery businessesand travelers can derive even larger benefitsfrom more advice and direction on optimumroutes.

Benefits from IVHS will occur only when the systems are deployed.Present information suggests that the greater the deployment, thegreater the benefits. The target is large. ATTI study including 39 majorcities estimates that $41 billion per year is lost in the U. S. because ofcongestion. Losses exceeding $1 billion/per year have been esti-mated in each of the twelve largest metropolitan areas.

l Advanced Traffic Management Systems have been shown to reducestop-and-go traffic by up to 30%, and to reduce travel time from 13%to 45%.

l Advanced Driver Information Systems are expected to contributeanother 10% to 15% in travel time reduction.

CVO systems will contribute significantly to the efficient utilization oftrucks. Experience in airline, railroad, and trucking industries indi-

cate these systems contribute significantly to fleet efficiency. Moreefficient truck operations will increase national productivity.

As a consequence of sensors and controls, AVCS will reduceaccidents and increase traffic flow. They are predicted to doubletraffic flow on current freeways

Reducing congestion will improve air quality. Experiments com-pleted in 1989 yielded a 15% reduction in carbon monoxide, and an8% reduction in hydrocarbon emissions.

Exposure to hours of congestion is known to increase personalstress, and affect health and job performance. Thus, additionalbenefits can be expected in terms of worker attitude and productiv-ity.

AVCS-controlled HOV facilities may double or triple through-put inthe HOV lane.

Intercity and vacation routes will benefit from reduced congestion.

. Theintroduction of IVHS can be expected to yield unexpectedbenefits just as the introduction of the Interstate System madechanges in transportation that were not predicted.

BENEFITS FROMIMPROVEDSAFETY

Baseline Estimatesof IVHS Safety Benefits

Lives Saved

~~

Injuries Saved

3,060 by1995

Dollars Saved22.2B by20101.8B by 2000

/ 167M. by 1995

11Although the IVHS program will explore many aspects of transporta-tion improvement, a primary concern is safety to motorists. Thetechnology developed for safety measures will greatly benefit thehighway travelers of tomorrow.

Accidents can be grouped into collision types, each of which posescertain requirements for effective prevention through technology. Thefollowing selected accident types are those seen as most amenable toprevention by IVHS technology.

Off-road accidents: IVHS technology can sense the location of laneboundaries, using an electronic imaging system, and cooperativelane-edge markings.

Angle Collisions: Technology which automatically senses oncomingvehicles, and otherwise knows the right-of-way status, can directlyadvise the driver that it is unsafe to proceed.

Head-on Collisions: A lane-edge detection and path-predictiontechnology warns the driver when the vehicle crosses the center line.

Rear-end Collisions: Reduction of rear-end accidents is seen asanother prime candidate for relatively early benefits through IVHStechnology with the security provided by anti-lock technology. Fu-ture radar-controlled braking technology should be even more effec-tive.

Side-swipe Collisions: The “blind spot” problem is currently thesubject of developments using ultrasonics, infrared, and radar-typesensing technologies.

Aggravating Environments: Major improvements in nighttime acuityhave been achieved through infrared enhancement of the forwardfield of view.

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MILESTONESProgram milestones were addressed during the Mobility 2000 NationalWorkshop. The question addressed was straightforward: “Given thepresent state of development of IVHS in North America, what are themajor program milestones that can be identified and promoted?” TheWorkshop identified policy, legislation, funding, organization, pro-grams, projects, and technologies as major subject areas. The timeline on these pages shows development of IVHS technologies over thenext 25 years. The milestones below summarize optimal develop-ments for the next ten years,

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By1995I

By2000

ATMSl major field tests underwayl real-time, adaptive signal control

ADISl in-vehicle, real-time trafficinformation and routing systemstestedl vehicle-highway communicationdevelopedl safety advisory and warningcapability developed and beingtested

ATMSl major urban areas equippedl several cities communicatingreal-time traffic information toADIS-equipped vehicles

ADISl operational ADIS systems in usein major congested areasl safety advisory and warningcapability standards deployed inselected areas

cvol demonstration of Crescenttechnologies (WIM, AVI, etc.)completedl operational deployment on 2-3national interstate routesl major research complete oncommercial driver safety advisoryand warning systems

AVCSl many autonomous control assistsdeveloped and demonstratedl research and development forvehicle control complete andtesting underway

cvol Crescent systems operational onmost major interstate routesl AVI systems operational on mosttoll facilitiesl driver safety assists commer-cially available

AVCSl partial control assists commer-cially availablel pilot operational use of auto-mated control onselected HOV facilities

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RESEARCH ANDDEVELOPMENTNEEDS

IVHS represent immediate opportunities for reducing congestion,improving safety, and contributing in other ways to the more effectiveuse of the highway system. While ATMS, ADIS, and CVO systems arenow being deployed, each will benefit from additional research. AVCSwill require substantial research before it can become operational.

. Research on ATMS will include development of sensors, improvedsoftware for management of traffic signals, and development ofexpert systems to assist in incident management. Further work willadvance the development of optimum communication and dataprocessing systems. Much study is necessary to determine theresponse of drivers to ATMS, and operator effectiveness in manag-ing ATMS. In addition, studies are needed to identify means ofassuring systems integration across jurisdictional boundaries.

l

l

Research on ADIS will address improvement of vehicle navigationsystems, and the development of communication systems to linkvehicle navigation systems with traffic information provided byATMS. Much needs to be learned about driver response to ADIS fromhuman factors research. In addition, there are many issues of liabilityand standardization that must be resolved before ADIS can becomefully operational.

Research on CVO will include transponder development to assurevehicle-to-roadside communication of essential information. Re-search on route guidance and communication technology will leadto improved systems. Human factors research to assure compatibil-ity of the driver within these systems is essential. Research on vehicledynamics and sensors will improve control and reduce accidents. Inaddition, many legal and institutional issues must be resolved toassure driver acceptance. CVO may be perceived as intrusive whenit manages lane entry, controls driving in platoons, or monitorsunsafe driving.

l AVCS cannot be deployed without more research. Much more mustbe learned about the availability and reliability of devices that detectthe spatial relationship of a vehicle to obstacles or other vehicles,and to use this information for automatic control. The automaticcontrol system of the vehicle must change speed at a rate compat-ible with equipment and human limitations. Extensive full-scaletesting facilities will ultimately be required in order to evaluatepromising concepts. Introduction of these systems will requirespecial traffic lanes for the AVCS-equipped vehicles. Automaticinspection procedures must be developed to check for functionalAVCS before a vehicle enters the lane.

ATMSmonitoring traffic conditionscommunicationscontrolling and managing trafficprogram execution issuessystem planningsystems analysisoptimal visual and auditory characteristicssensory channel tradeoffsexpert systems for incident detection

and managementuse-prediction modelpreference and attitude attributes

ADIStraffic data fusionlink-time database and statisticsorigin-destination statisticscongestion leveling strategiescommunicationsproductivity and time savingstransmitting and receiving informationartificial intelligence to prioritize messagesrerouting algorithmsmodels for coordinated routing

and traffic controlmultimodal urban systemscommunications architecturevehicle-to-vehicle communicationformat and wording of traffic informationformat and symbology for navigationintelligibility-cognitive spatial mappingcognitive time scalingdriver performance

1991-95 1996-00 2001-10 TOTAL

Applications 60 - 130Systems 135 20 15 170Dynamics and

Control 300 335 160 795

Human Factors 122 108 70 300

$523 $245 $1,395

C V Ohuman factorsvehicle performancebridge height sensortransmitting and receiving informationvehicle identifiers

AVCSsensors: distance, velocity, acceleration,

torque, rotationcomputationimage processing and pattern recognitionreliability/safety/fault tolerancecommunicationnonlinear and adaptive controlelectric propulsion

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FIELDOPERATIONALTESTS

Field tests analyze technology performance and cost-effectiveness.They will also assay market support. Conducting these tests is essen-tial to show the public that the IVHS program works.

Effective tests require a substantial commitment of resources. Be-cause the field tests are so important to market support, test locationsshould be carefully evaluated. Urban and rural sites hosting testsshould either have or be willing to install the necessary infrastructure.They should have demonstrated a willingness to form partnerships. Ifthe tests are successful, host test sites must be prepared to supportoperations and maintenance of the test infrastructure. They shouldhave in place institutional arrangements needed to operate the sys-tem.

An operational field test is conducted in a “real world” environmentunder “live” traffic conditions (both large and small scale). The fieldtest will not only evaluate the readiness of the technology, but will alsotry new institutional and financial relationships. Partnerships betweenfederal, state, local, private, and other institutions will be essential tothe success of the program.

AGGREGATE FUNDING:FIELD OPERATIONAL TESTS(millions)

1991-95 1996-00 2001-10 TOTAL

ATMS 158 315 - 483TRANSIT 15 20 25 60ADIS 160 237 511 908c v o 96 48 24 168AVCS 75 670 765 1,510

TOTAL $504 $1,290 $1,325 $3,119

DEPLOYMENT

The freeways and arterial streets shown aremanaged by several “traffic control centers.”The Santa Monica Freeway “Smart” Corri-dorproject will coordinate the traffic controlcenters to give drivers the most efficientroute, based on freeway and arterial condi-tions.

To achieve its potential, the IVHS program must culminate in theextensive deployment of technologies throughout urban and ruralAmerica. Implementation is most important, but depends on research,development, and field testing. Portions of the program, such asadvanced traffic management, commercial vehicle operations, ruralsafety elements, and initial driver information systems, are proceedinginto deployment. Other segments, such as automated highways,require significant research and development before extensive im-plementation may begin. Work must begin immediately on theseelements if they are to become available within the time frame neededto achieve the greatest benefits of IVHS.

Major deployment issues include:

l IVHS embraces many specific systems and technologies which areat different stages of availability. Many of these systems have provenelements which should be aggressively deployed now. Others willrequire additional research and field tests, which should be pursuedsimultaneously to have them when we need them.

l The various IVHS elements must be integrated into an overall systemhaving a common framework and standardized interfaces. This isessential both for effective performance, and to assure nationalcoverage and uniformity.

l Deployment must also recognize a commitment to the annual oper-ating and maintenance costs necessary to keep these systemsfunctioning effectively.

l IVHS is a partnership between private motorists and public roads.Therefore, successful IVHS deployment will require the close coop-eration between private and public sectors.

l Successful deployment and operation may require new innovativecontracting, leasing or entrepreneurial approaches for the portion ofthe systems that have historically been the responsibility of local orstate government.

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PROGRAMINVESTMENTREQUIREMENTS

Investment Levels(in millions, using constant 1990 dollars)

Elements 1991-95 1996-2000 2001-10.

R & D $ 6 2 7 $ 5 2 3 $ 2 4 5

I I

Linking IVHS funding requirements to real-istic but visionar y milestones, and concomi-tantly showing sensitivity to the institutionalissues that a comprehensive IVHS programmust address, is a major challenge. TheMobility 2000 conferees at Dallas/Ft. Worthbelieve that the recommended investmentlevels shown in the table above meet thatchallenge. Note, operation and maintenancecosts, which may amount to 15% of capitalcosts. were not included in the table.

Deployment of ATMS, ADIS, and CVO have already begun. Majorcommitments have been made in Texas, Florida, California, Oregon,Arizona, Michigan, New York, Washington and several other states.

A $35 billion investment in IVHS R&D, field testing, engineering, anddeployment over 20 years will buy the following:

Instrumentation of 18,000 miles of freeways integrated with approxi-mately 200,000 signalized intersections in 250 of the largest metro-politan areas for greatly improved traffic management.

Communications systems to interact with ADIS in the 250 largestmetropolitan areas, and in rural areas in every state as well as astatewide traffic control center to monitor incidents on the intercitynetwork of roads.

Instrumentation to interact with the CVO systems on the 42,500 mileInterstate System, and the remainder of the roads in the NationalNetwork for Trucks.

Systems to interact with AVCS in 16 platooning highway systems toachieve headway, speed, and merge control.

Forty-four electric-propulsion highway systems in 25-mile incre-ments in the most congested metropolitan areas with a populationover 1 million.

The investment for ADIS is viewed as a consumer investment inequipped vehicles. Full performance systems will cost $800 to $1200per vehicle (est.).

Public research and development investment will improve ATMS,assure effective interaction of ATMS and ADIS, and provide the basisfor AVCS. Private investment will develop ADIS. Without the researchinvestment, ATMS can proceed with current technology, ADIS will belimited to in-vehicle systems with incomplete capability to interact withATMS, and AVCS will not be developed.

Field tests will discover system errors, and correct them before fulldeployment. Field tests help define what research is needed. Finally,they will yield comprehensive data on benefits that will justify the entireprogram.

ACTION ITEMSThe federal government, state and local agencies, universities, and

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private industry need to organize a cooperative IVHS national effort toaccomplish the following:

l Develop and coordinate national goals, and establish a strategicplan to achieve these goals. The plan will need flexibility to accom-modate changes in assumptions, predictions, and expectations.

l

-

l

A national IVHS policy should be formed using input from federal,state, and local levels. From that policy, legislation and funding pro-grams should be developed to guide needed research, conductoperational testing and evaluations and deploy systems on a mean-ingful scale.

Operate and maintain systems on a continuous basis as integral partof IVHS programs.

Identify and propose solutions to public/private institutional issues.These issues include merging public/private research support, find-ing opportunities and partners for joint ventures, resolving state/localjurisdictional conflicts, protecting personal and organizational pri-vacy, and identifying antitrust, insurance and liability issues.

Create a national organizational structure to provide the public/pri-vate coordination necessary to address the institutional issues ofIVHS.

l Determine appropriate IVHS system architectures, and correspond-ing divisions of responsibility between public and private sectors.

l Provide mechanisms for international cooperation and compatibility.

l Promote technical standards that assure hardware and softwarecompatibility between large computers and small ones.

l Identify current and long-range educational and manpower needs,and take steps to meet those needs.

l Identify and take steps to accommodate special needs segments ofsociety.

l Provide for a continuing exchange of information within the transpor-tation community, and assure reliable flows of information to thepublic, media, and elected officials.

These actions are essential to a national cooperative IVHS effort.Immediate action is needed to consider, revise, and act upon thesesteps.

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MOBILITY 2000Work on advanced transportation technology has been underway forseveral decades. Early work was supported by the Federal HighwayAdministration. During the middle 1980's, the California Department ofTransportation (Caltrans) focused renewed emphasis on advancedtechnology as a critical part of dealing with growing urban trafficcongestion. Other government organizations, universities, and indus-tries have since become active in this field.

Mobility 2000, a self-appointed informal assembly of interested indi-viduals from the public and private sectors, has evolved from a seriesof meetings and activities resulting from these initiatives. In its meet-ings, it sought to define a national cooperative program to advance thedevelopment of technology that would address highway problems.Mobility 2000 sponsored major meetings in San Antonio in February1989 and in Dallas in March 1990, which served to focus attention onissues and opportunities for the several elements that constituteIntelligent Vehicle Highway Systems (IVHS).

The work of Mobility 2000 is also stimulated by the awareness that bothEurope and Japan have major projects. In Europe, the projects arecoordinated throughout the European Community. DRIVE is largelysponsored by the governmental units with the primary objective ofdefining “road transport informatics” for the communities. A highpriority of the European Community is to integrate DRIVE with theindustry-sponsored projects of EUREKA, of which PROMETHEUS isthe best known in United States. Japan has three major projectsdesignated as AMTICS, RACS, and IVS. AMTICS and RACS combinevehicle navigation with real-time traffic information. Unless the UnitedStates establishes an active IVHS program, it will be entirely depend-ent on foreign developments.

IVHS technologies are applicable to urban mass transit systems aswell as private automobiles, They may, in fact, find their earliest appli-cation in commercial vehicles. When and where these systems arefully deployed, IVHS are expected to contribute as significantly to U.S. mobility, safety and international competitiveness as did the Inter-state Highway program, which is now essentially completed. IVHS arethe present and future of transportation.

Produced by TTI Communications/July 1990/2000