Pulse Magazine 7_2

US EDITION • VOl 7 NO 2 PULSE.WAVETRONIX.COM

THE GREAT DEBATECan NTCIP do the job? p. 6

Wavetronix is invested in the success of its customers. We inspire customer loyalty with reliable, cost-e� ective products, ongoing training and comprehensive support. We strive to di� erentiate ourselves in every aspect of our customer’s experience.

Wavetronix sets the gold standard with its best-of-class technologies. Our easy-to-use products really work and integrate seamlessly to create end-to-end tra� c solutions. The result? Safer and more e� cient tra� c systems around the world.

Go with Gold

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US EDITION • Vol 7 No 2

EDITORIALPUBLISHERDavid [email protected] [email protected] EDITORSteven [email protected]

ART & PRODUCTIONCREATIVE DIRECTORChris Morgan [email protected] DIRECTORSAustin Beckstrom, Jeremy Christensen, Brad Hayes, Andrew Porter, Zac RichinsCONTRIBUTING WRITERJennifer Clark

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6

Pulse Magazine • US EDITION • VOl 7 NO 2 3

ConTEnTs

CoVER sToRY

6 The Great DebatePETE GolDIN

Many officials wonder if NTCIP can do the job. There is little con-sensus and little progress as the debate over NTCIP continues.

DEPARTMEnTs

4 News & EventsSee what’s happening in the

traffic industry.

21 How-To10 SmartSensor HD Site

Design Tips

26 DistributorsFind a dealer in your area.

FEATURE ARTICLEs

12 Data on DemandKEVIN BURTT

In a giant leap for traffic data, Wavetronix launches its Command data management software into the Cloud, with the promise of data that is easier to access and even more manageable.

16 Green Lighting GreenvilleMEGAN TSAI

The North Carolina city is implementing a signalized intersection solu-tion using SmartSensor Matrix to improve safe mobility for drivers and cyclists without compromising cost efficiency.

16

12Wavetronix is invested in the success of its customers. We inspire customer loyalty with reliable, cost-e� ective products, ongoing training and comprehensive support. We strive to di� erentiate ourselves in every aspect of our customer’s experience.

Wavetronix sets the gold standard with its best-of-class technologies. Our easy-to-use products really work and integrate seamlessly to create end-to-end tra� c solutions. The result? Safer and more e� cient tra� c systems around the world.

Go with Gold


4 Pulse Magazine • US EDITION • VOl 7 NO 2

nEws & EVEnTs

HD Detects wrong-way Drivers in TexasOfficials with the Texas Department of Transpor-tation have implemented a $500,000 experiment targeting wrong-way drivers, and so far, the sys-tem is a success. The system uses SmartSensor

HD to detect vehicles traveling in the wrong direction on a road; and warning signs with flashing LED lights that are designed to grab the attention of motorists who drive into oncoming traffic. The signs and sensors have been installed at 27 exit ramps on US highway 281 near San Antonio, and according to the San Antonio Express-News, sightings of wrong-way drivers have dropped by nearly 30 percent at those locations.

“Safety is our number one priority at TxDOT,” says Brian Fariello, a traffic management engineer for TxDOT’s San Anto-nio district. “Now that we have the numbers showing that our

investments in highway improvements are working to save more lives, this is something all taxpayers and drivers can celebrate.”

The Express-News reports that between 2007 and 2011, 30 people were killed in wrong-way collisions on Texas highways, and Bexar County, which includes San Antonio, had higher rates of crashes than other major Texas counties. Since the detection system was implemented, the rate of wrong way incidents fell from 2.6 to 1.9 per month and there were no wrong-way colli-sions reported; during the same period, the rate of wrong-way sightings on San Antonio roads without the system remained the same approximately 20 sightings per month.

SmartSensor HD, which can determine the direction a vehicle is traveling, can alert authorities immediately if a wrong-way vehicle is detected. Based on the success of this project, TxDOT reports it is planning to install additional signs and sensors on US 281 and on other highways throughout the state. n

Matrix Bike Detection Tested at Utah IntersectionsBicyclists in Salt Lake City are finding it a little easier to navigate Utah’s capitol city, thanks to SmartSensor Matrix. The Utah De-partment of Transportation has implemented a unique bicycle detection system at a number of intersections, designed to give green lights not just to drivers but also to bicyclists stopped at the red light.

The simple system includes SmartSensor Matrix and a bike decal painted on the road. When a cyclist stops on the decal, he falls within one of Matrix’s programmed zones and is detected just as any vehicle would be; if traffic on the cross street is light, the cyclist is given the green. The decal is placed close enough to the intersection stop bar to fall within the sensor’s detection area, but far enough away from the curb to keep the cyclist safe from vehicles turning right at the intersection.

UDOT has been able to save money by implementing the system at intersections that were already equipped with Smart-Sensor Matrix. Officials focused on intersections along main

cycling corridors where they cross high-traffic streets, and they hope to launch the system statewide soon.

Cyclist Chad Mullins told Utah’s KSL-TV that he’s eager for innovations that help cyclists and motorists safely share the road. “It’s a great improvement,” Mullins says. n

smartsensor Monitors Traffic at Players TournamentThe Players Championship tournament is one of the most anticipated professional golf events of the year, and the 2013 tour-nament was no exception. Expecting a record turnout, tournament staff worked with the Florida Department of Trans-portation to manage traffic flow into and around the event, and SmartSensor V was a major component of FDOT’s traffic monitoring strategy.

Last year, the Players tournament saw between 15,000 and 18,000 vehicles a day, and traffic at this year’s event, held May 9-12, was expected to eclipse that. The Players Championship takes place on the

Stadium Course at TPC Sawgrass in Ponte Vedra Beach, Florida, and the increase in traffic on surrounding roads has been a source of contention between residents and the golf course. This year, tournament staff made vehicle flow and parking a ma-jor part of their planning, in an effort to improve fan experience.

Working with FDOT’s Jacksonville Traffic Management Center, event or-ganizers hoped to develop streamlined traffic patterns. Officials at the Jack-sonville TMC monitored video from numerous traffic cameras; they also gathered vehicle speed, volume and

occupancy data from 275 SmartSensor V units installed throughout the area. Armed with this data, TMC employees were able to provide traffic information to drivers on variable message signs, and could alert authorities when traffic flow slowed and needed to be rerouted.

Tournament officials say their efforts to improve vehicle flow were successful. In addition to actively monitoring traffic, event organizers also offered free parking to carpools, encouraged mass transit and taxi use, and invited visitors from the sur-rounding communities to ride bikes to the course. n


nEws & EVEnTs

smartsensor HD Monitors Traffic in KentTraffic near the town of Dartford is currently being monitored by SmartSensor HD, at a location that has proven difficult for other detection technologies in the past. The location at Junction 2, which connects the M25 with the A2, includes a flyover bridge that precludes the use of in-road devices, so highway manage-ment firm Amey has opted to use non-intrusive radar to detect vehicle volumes, occupancies and speeds.

According to Stephen Heard, senior project manager-consult-ing at Amey, the flyover bridge’s wearing course is too thin to accommodate the 80 millimeters required to install embedded loops. “Amey opted to mount SmartSensor HD on an adjacent lighting column in order to resolve the site’s detection issues,” Heard says.

SmartSensor HD is a non-intrusive device that installs above the ground and can be mounted to existing infrastructure, mini-mizing costs and simplifying the installation process.

“Amey has worked with SmartSensor HD for two years now, and we have six sensors deployed and working well on UK roads,” Heard says. “Amey is pleased with the performance that Smart-Sensor HD provides its users.”

Amey is one of the UK’s leading public service providers, delivering comprehensive highways infrastructure service that includes motorway and highway management. Currently, Amey manages and maintains more than 55,000 technology assets across the UK highway network, in order to manage traffic flows, reduce congestion and improve journey times for drivers. n

wavetronix’ UK staff ExpandsWavetronix is pleased to announce that Paul Flegg has joined the company’s UK office. Flegg will serve as the market development manager for the UK and Northern Europe, bringing more than 30 years of experience to the company.

“Paul has been a strong advocate for Wavetronix within the UK, and we are thrilled to bring him on board,” says Russ Connely, the general manager for Wa-vetronix in Europe. “Paul’s expertise is a boon for Wavetronix as we continue to strategically position ourselves in the UK and European markets.”

Flegg has worked extensively with overseas manufacturers to bring prod-ucts to new markets, both directly and through regional distributors. His back-ground includes experience in business development and customer service, particularly in the transportation and construction industries. For the past five years, Flegg has helped build and pro-mote the Wavetronix brand throughout the UK, first as a representative of Mobile Traffic Solutions, Ltd., and most recently, at HemTech Systems as a distributor of Wavetronix products. n

smartsensor HD Deployed on French AutorouteA major traffic route through Northeastern France will soon be monitored by SmartSensor HD. The Direction Interdépartementale des Routes Est has recently procured 12 SmartSensor HDs for installation

at stations on a section of the A36 autoroute near Mulhouse. Officials with DIR EST say the purchase reflects the agency’s commitment to expand real-time, dynamic operations across its network.

The A36 is a toll motorway that connects the German border with Burgundy. The road also forms part of European Route E60.

“SmartSensor HD will be used to monitor vehicle volumes and speeds and was chosen for its ease of use and quick installation,” says Jean-Marc Coutellier, president of Magsys, a respected ITS equipment supplier and the authorized Wavetronix channel partner in France. “The non-intrusive technology was also pre-ferred for its easy maintenance and for the availability of its data.”

Magsys supplied the SmartSensor HD units for the project and is responsible for putting them into operation and training DIR EST maintenance personnel. Other companies are also participating in the project: Karrus offered their expertise on traffic management; Vinci performed the civil engineering work; and Sécurité Services Installation is installing the sensors and will make sure all of the equipment is properly connected. n

June July August26–28ITE Midwestern District Meeting Milwaukee, WI

14–17ITE Western District Annual Meeting — Phoenix, AZ

16–19 Wavetronix Worldwide Meeting — Provo, UT

20–23 Annual IMSA Conference — Scottsdale, AZ

4–7ITE Annual Meeting and Exhibit Boston, MA


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The National Transportation Communications for ITS Protocol (NTCIP) is a family of standards that defines protocols and profiles that are open, consensus-based data communications standards. NTCIP is meant to provide interoperability and interchangeability for transportation

management devices, and established standards can facilitate transportation center or agency coordination and information sharing. Whether NTCIP has accomplished these goals remains a matter of debate in the transportation industry.

NTCIP was initiated more than 20 years ago as a joint stan-dardization project of the National Electronics Manufacturers Association (NEMA), the American Association of State Highway and Transportation Officials (AASHTO), and the Institute of Transportation Engineers (ITE), with funding from the Re-search and Innovative Technology Administration’s ITS Joint Program Office within the US Department of Transportation. While USDOT still stands firmly behind NTCIP, some local transportation agencies question the standard’s effectiveness, and the debate continues today.

Interoperability and InterchangeabilityThe reasons behind NTCIP are best explained in The NTCIP Guide: “The transportation industry has had a history of de-ploying systems with unique data definitions and proprietary communications protocols. Field devices and systems from one manufacturer or developer were not interoperable with those of other manufacturers or developers. As a result, expansion of

the system after initial deployment can generally only be done using equipment of the same type and usually the same brand as in the initial deployment, unless there are investments in major systems integration efforts.”

The guide continues: “With proprietary protocols, there is little to no opportunity for realistic competitive bidding as ad-ditional field devices are added to the system, due to the lack of interchangeability. Nor is there any opportunity for realistic competitive bidding to add additional types of field devices to the system, due to the lack of interoperability.”

Interoperability and interchangeability are two key goals of the NTCIP. Interoperability means the ability for systems and devices from multiple vendors to exchange information; interchangeability means to actually exchange devices in the system with similar devices from other vendors.

“USDOT encourages use of NTCIP standards to enhance agency operations — e.g. planned and unplanned events, normal operations — by increasing interoperability,” according to USDOT.

“Interoperable sys-tems allow state and local agencies to communicate seamlessly.”

USDOT believes using NTCIP stan-dards results in a more competitive

By Pete Goldin

There is a movement in some quarters of the ITS community to push NTCIP as the national standard for traffic data communication, but

many officials wonder if NTCIP can do the job. There is little consensus and little progress as the debate over NTCIP continues.

the great


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marketplace, which they claim can lower both initial and lifecycle costs of ITS systems and provide the flexibility to competitively procure replacement parts and additional system components rather than being tied to a specific vendor’s products. “Procur-ing standards-based systems allows a building-block approach to expand ITS systems across communities without being tied to a single vendor’s proprietary system,” the USDOT continues.

While this may be true in some ITS device markets, such as dynamic or variable message signs, some local agencies reveal that this is not always the case. Shawn Gotfredson, a senior civil engi-neer for Overland Park, Kansas, notes that NTCIP-compliant field devices and central systems do not necessarily mean that those devices and systems are truly interoperable and interchangeable.

“From what I understand, NTCIP was supposed to allow us to use devices from different vendors, and they would be inter-changeable with NTCIP,” Gotfredson says. “That was the hope, but that is not exactly what we saw in field implementation. NTCIP seems to work well for basic parameters, but when you go past that, every manufacturer has proprietary objects, so there is no real interchangeability.”

Fred Koehler agrees. Koehler is project manager for Third Coast Services; from 2001 to 2012, he served as traffic operations manager for Montgomery County, Texas. “Our traffic signal tim-

ers claimed to be NTCIP compliant,” he says. “That means that if I wanted to go to a different central system software, I can talk to their timers? Well, not really.” Koehler says they could get some, but not all, of the information out of them, because even though they were NTCIP compliant, some parts were still proprietary.

“None of the products I used were truly NTCIP compliant,” he adds. “It was not a universal language.”

“On the traffic signal controller side, we had hiccups,” recalls Joerg “Nu” Rosenbohm,

CTO of ITS America, who worked on NTCIP for 17 years and was the prima-

ry author of several NTCIP standards. “Vendors would say that their equip-

ment was NTCIP compliant, but they were utilizing different op-tions within the standard. Because of these different options, they turned out not to be interoperable.

They still claim NTCIP compli-ance because they comply with the

standard, but the specifications were not strict enough to enforce the same

functions in the exact same way for the field devices. That created a problem with

achieving the overall goal of NTCIP, which is interoperability and interchangeability. I think we

are getting better at that.”

“USDOT encourages use of NTCIP standards to enhance agency operations by increasing interoperability. Interoperable systems allow state and local agencies to communicate seamlessly.”

— THE NTCIP GUIDE, USDOT


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The nTCIP ChallengeIn addition to the issues about interoperability and interchange-ability, some agencies have faced other challenges with NTCIP.

“NTCIP was not as well defined as it could have been, and as a standard for traffic signal control, NTCIP was difficult to implement,” says Gotfredson. “NTCIP communications be-tween our field devices and central system weren’t as fast as we hoped. The new NTCIP compliant system is slower than our older system, and it is my understanding that NTCIP overhead causes those delays.”

“I gave up on NTCIP,” Koehler agrees. “It is hard to understand, unless you are an engineer. NTCIP was so vague in some spots, and where it was specific it was really useless to the rest of us that were just trying to get something done. I never saw the benefit of NTCIP in our world, at the local level.”

As an example, Koehler says the NTCIP architecture pre-scribed center-to-center communications and data sharing.

“Exactly what do we need? What is it going to require? What do they mean by center-to-center communications?” he continues.

“I had a direct fiber link to Houston Transtar. I could not talk to them, but because I had this piece of fiber that got our two networks together, I was compliant. In my mind that was useless.”

In the end, Koehler says it came down to costs. “We had a shoe-string budget, we had to do our projects cheap,” he says. “That is the main reason I decided not even to worry about whether I was NTCIP compliant. Instead of deploying a $10,000 NTCIP compli-ant camera, I put up a CCTV camera that was one-tenth the cost.”

Of course, some of NTCIP’s challenges relate to communicat-ing the standards to users, problems that arose in the early days of the NTCIP development. “The main challenge of NTCIP is that a great deal of the conception and development work was done without first thoroughly gathering user requirements and putting clear principles of operations in place,” says Rick Weiland, who worked as Weiland Consulting from 1998 to 2004. “USDOT imposed a systems engineering process after the fact, but in my view, it was never very effectively adapted to the service of stan-dards development, and it didn’t work very well. NTCIP was not as coherent or consistent a set of standards as it could or should have been, and the process for completing NTCIP has taken far longer than it should have, even on a standards time scale which is sometimes characterized as glacial.”

nTCIP EvolutionAccording to Nu Rosenbohm, it took USDOT a decade and a half to actually come up with a set of standards that allow agencies to easily specify what they are looking for on a field-device-type by field-device-type basis. “In terms of backlash against NTCIP, in-teroperability was questioned very early on,” he says. “The biggest problems came out of the traffic signal controller environment. If we develop a set of standards for interoperability and interchange-ability, and the market is not getting that, we lose our credibility. We obviously have to overcome that. That is the reason why most of the NTCIP standards are now in version two or version three, in order to overcome these initial interoperability problems.”

Rosenbohm say the organizations involved in NTCIP develop-ment continue to work to improve the standards and solve these challenges, as well as better educate transportation agencies and consultants about how to utilize NTCIP.

“Like any other standards, the NTCIP family of standards can always be improved,” a USDOT official says. “These standards will continue to evolve to meet stakeholder needs and account for technological advancement both through the independent actions of the standards working groups.”

Over the last few years, a Requirements Traceability Matrix (RTM) has been developed for some NTCIP standards, and Rosenbohm says this makes it much easier for a procuring agency to identify the functionality they need or desire. “People that are deploying or supplying equipment could actually reply using the RTM to show how they are supporting the requirements for the purchasing agency,” he says.

To Mandate or not To MandatePossibly because NTCIP is a voluntary standard, it has seen inconsistent market penetration across ITS devices in the US. USDOT does not maintain specific statistics on NTCIP market penetration, so it is difficult to confirm the exact numbers.

“Penetration of NTCIP is different for different field devices,” says Rosenbohm. “For example, on variable message signs you cannot find a single vendor in the US market that does not use NTCIP. Everybody uses it.”

For other devices, such as traffic signal controllers, traffic camer-as and vehicle detectors, NTCIP has not caught on as fast. However, Rosenbohm notes that the ITS industry continues to see more and more devices that are NTCIP compliant. For now, the official stance continues to be that NTCIP participation will remain voluntary.

“I gave up on NTCIP. It is hard to understand…[and] so vague in some spots… it was really useless to the rest of us.”

— FRED KOEHLER, PROJECT MANAGER , THIRD COAST SERVICES

“Mandatory standards, particularly in technology realms, always risk bringing forward-progress to a halt.”

— RICK WEILAND, WEILAND CONSULTING


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“While USDOT encourages use of standards-based Intelligent Transportation Systems, there is currently no plan to mandate any of the standards from the NTCIP suite,” according to USDOT.

“The NTCIP family is a broad suite of standards covering both field equipment control communications and center-to-center communications. State and local governments should be allowed the flexibility to procure those systems which best integrate with their existing ITS infrastructures and otherwise fully meet their needs in the most efficient and effective way.”

“Standards almost always work best when they are voluntarily adopted and implemented,” Weiland points out. “Mandatory standards, particularly in technology realms, always risk bring-ing forward-progress to a halt. The appropriate role for standards mandates is where public health and safety is concerned, or where there is an obvious pressing public good to be achieved that might not happen without the mandate. I don’t think, generally, that the subject matter of NTCIP falls into this category, but as voluntary standards, I think NTCIP could be quite successful.”

Even if there is no plan to mandate NTCIP, however, some agencies feel pressure to include NTCIP in projects in order to obtain federal funding.

“Sometimes you cannot get funding unless you specify NTCIP,” Gotfredson notes. “We were told that funding might be in jeop-ardy if we do not specify NTCIP. Whether that would happen or not I don’t know, but we were told that might be an issue.”

“We had to use devices that were NTCIP compliant if we were going to use FHWA money, and we had to prove it,” Koehler confirms. “At a point, we gave up going after federal funds, and started to do everything with local dollars, because I got tired of trying to meet NTCIP and other federal requirements.”

“I wish they would not force NTCIP on people,” adds Got-fredson. “Let NTCIP stand on its own merits. I think that is fair.”

USDOT counters that NTCIP is not officially required but confirms that the department does encourage use of standards-based ITS technologies. “While there is a requirement (23 CFR 940) for states to develop and maintain regional ITS architectures in order to use federal funds for ITS projects, there is no require-ment for federally-funded projects to use NTCIP or any other specific standards,” USDOT says.

In any case, NTCIP appears to be backed by strong support and faces equally strong objections. As long as this divide exists within the ITS community, NTCIP is certain to remain a source of debate for the foreseeable future. n

Pete Goldin is a freelance journalist specializing in transporta-tion and technology. He has written for magazines such as ITS International, World Highways, Parking World and the ITS Daily News at the ITS World Congress. Mr. Goldin can be reached at [email protected].

Standardized Stagnation By Brian Hagen, Wavetronix COO

The NTCIP debate has always been a question of inno-vation: does the need for standardized interoperability complement or interfere with the market’s constant need for technological advancement? From a manufacturer’s point of view, the interference is undeniable. NTCIP dic-tates functionality without acknowledging market need, and the unstated purpose seems to be to minimize costs by forcing everyone to play at the same level. Unfor-tunately, this stifles innovation without addressing the market’s need for more technology.

The “interoperable versus proprietary” challenge aris-es when market-driven product development — which evolves very rapidly — is supplanted by standards like NTCIP, which has historically responded to market in-novation at a very modest pace. This is most evident with traffic detection sensors, which have consistently outpaced the NTCIP standard. NTCIP reduces the capabili-ties of advanced traffic sensors by eliminating the very features demanded by the marketplace. As a result, every sensor manufacturer who responds to market demands for features risks creating a product that is not NTCIP-compliant. For this reason, there has been almost zero market demand for NTCIP-capable sensors, and when NTCIP is specified, it is rarely implemented for sensors. This market reality influences product development: even dynamic message signs, which have seen significant NTCIP compliance, have begun to challenge NTCIP with features not available in the interface standard.

As the market leader in radar vehicle traffic detection, Wavetronix is committed to responding to the needs of our market with the most innovative technologies, and we excel at meeting customer demands for feature-rich products at a competitive price. We design our propri-etary technologies to integrate well with other products, but our market-driven features-set will always surpass the NTCIP standard.

This discussion is not exclusive to the ITS industry, but has been a constant debate in information technology circles for decades. However, in other industries, market-driven solutions that encourage innovation are winning the day. Mandating a standardized protocol will not meet the evolving needs of the ITS market. Wavetronix believes that innovation should be driven by the market and not limited by imposed standards, and we will read-ily support any solution based on this market reality.

Resolution matters.

Are you gambling with your tra� c detection? In the radar race, only SmartSensor HD o� ers true high defi nition detection. Smart money is on SmartSensor.

OTHER SENSORS SMARTSENSOR HD



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Data on DemandBy Kevin Burtt

In a giant leap for traffic data, Wavetronix launches its Command data management software into the Cloud, with the promise

of data that is easier to access and even more manageable.

When it comes to intelligent transportation systems, it’s all about data. Traffic data is the life-blood of traffic operations, and many organizations invest a considerable portion of their often tight budgets, and a significant number of man-hours,

to create a robust ITS network with advanced technology and fast communication, all to make sure that accurate traffic data can be collected.

The goal, of course, is to make the most of all available data in order to positively affect the commuting experiences of indi-vidual drivers. Once collected, traffic data can be used in a variety of ways — from traveler information applications and incident management to planning and reporting. Unfortunately, once the ITS infrastructure has been built, it is often difficult to access and utilize the data generated by the network.

Creating a sensor network and communication infrastructure is only half the battle. How can operators synthesize the traffic data they’ve spent so much money and effort to obtain so that it is actually helpful in comprehending traffic conditions and pat-terns? How can that data be provided to drivers on the road in an accessible format so that they can make meaningful driving decisions?

Wavetronix has developed its Command line with these ques-tions in mind. Command software is the company’s back-end solution for data collection and management, and the purpose of the software suite is to make traffic data easier to manage and more accessible. Now Wavetronix is offering Command Online, a cloud-based version of the software that allows transportation agencies to view and manage traffic data online, making the data easier to access and even more manageable.


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Chain of CommandThe Command collection system was originally conceived more than 10 years ago in response to legacy data manage-ment systems that were not capable of

taking full advantage of SmartSensor’s advanced functionality.“We knew our radar devices offered richer data than other

available products, and third-party software wasn’t capable of using that data,” says Reggie Gardner, Command product engi-neer at Wavetronix.

Command was designed to communicate directly with an agency’s network of traffic devices in the field, even devices from different manufacturers. The software downloads data on a regular schedule and stores it in a common database, allowing users to access the data from a central location. Once collected, Command offers software modules that can translate the data into a variety of formats; generate custom reports; generate user-friendly speed maps for traveler information sites; and regularly monitor the entire network to identify potential problems before they become disruptive to the system.

Originally, Command customers purchased servers that were loaded with the software and installed onsite, but these systems could be expensive and created additional work for a department of transportation’s IT department. “Some transportation agencies aren’t equipped to manage their own server farms, and even those with an excellent IT staff can find it a challenge to manage yet another system,” Gardner says. “Our goal was to bring enterprise-level traffic management to even the smallest organizations at a very reasonable cost.”

To accomplish this, Wavetronix developed Command On-line, which was officially released in September 2012. Command Online shares the same features and functionality available with Command Onsite, with one exception. “The big difference is that Wavetronix completely manages Command Online,” Gardner says. “This includes distributed data backups, security settings and system updates that ensure Command Online will always run the latest version of the software.”

Active ManagementGardner says there are several benefits to an actively managed system. First, it takes away the burden of managing the IT elements of a typical software instal-

lation — hardware, firewalls, virus protection, etc. “Since these services are handled by Wavetronix, we are able to be proactive in addressing support issues,” Gardner says. “Command Online includes a subscription to Wavetronix updates, so the hosted software is automatically patched and updated whenever new versions are released.”

And, he adds, customers continue to have direct access to Wavetronix’ world-class support for any technical issues that may arise. “This includes a series of training sessions via online meetings that introduce the customer to the system and instruct them on how to add sensors, configure the system to meet their needs, and address any problems that might arise within their specific environment.”

Second, Command Online automatically monitors all Com-mand services for “life signs,” and notifies Wavetronix Technical Support immediately if any service fails. “In case of failure, ser-vices can be restored without the customer ever knowing there was a problem,” Gardner says.

Finally, Gardner says Command Online is safe and secure. The system automatically backs up the entire installation, includ-ing data and sensor configurations, every 24 hours; in cases of major failures, the system can be restored with little downtime and minimal loss of data. In addition to standard virus and mal-ware protection, Gardner says Command Online uses secure web connections and can be locked down to specific sets of IP addresses, “preventing any unauthorized access from unknown parties outside of the organization.”

Easy Access and DistributionSecure access to collected data is en-abled through user-specific logins and individual privileges that can be tailored

to operator job descriptions. But secure access does not mean “difficult to access.” Command Online’s interface can be accessed using any web browser, so organizations can view and manage traffic data from anywhere online.

Of course, data accessibility isn’t helpful unless the data can be transferred and distributed to the systems, applications or departments that can make effective use of it. Like Command Onsite, Command Online offers standard features and optional add-ons that provide system monitoring, data reporting and traveler information functionality to transportation agencies of all sizes, but particularly to smaller organizations whose budgets might preclude such investments.

“In case of failure, services can be restored without the customer ever knowing there was a problem.”

— REGGIE GARDNER, COMMAND PRODUCT ENGINEER AT WAVETRONIX


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MonitoringITS operators monitor traffic to identify congestion, accidents and other condi-tions that require a timely response, but

manually monitoring incoming data can strain operator atten-tion and resources, especially in large networks with hundreds of traffic sensors contributing to that data. Gardner says Command Online’ s monitoring system automatically checks incoming data for anomalies that may include missing or invalid data, and low speed/high occupancy conditions that indicate heavy congestion and may represent a possible accident.

“Users can be notified of any anomalous condition through email or a desktop pop-up that contains details about the alert,” Gardner says. “The monitoring system includes a numerical rating system that ranks alerts by severity and adjusts user no-tifications accordingly, so operators can avoid being distracted

by incidents that are not severe enough to warrant attention.”

ReportingCommand Online allows users to create charts, graphs and other reports using

data organized by sensor, lane or approach, in text, XML or Excel spreadsheet formats that can be tailored to meet the reporting needs of planners and analysts. For organizations that require more extensive data reporting, Command offers a DataView add-on that filters questionable data entries and makes changes for more accurate reports. “Longer-term data storage and plan-ning, including monthly and annual average daily traffic values, can be created with DataView,” Gardner says. “It can also create separate and distinct data pools apart from the raw data needed for state or federal reporting purposes.”

Travel TimesCommand’s speed-based travel time sys-tem is one of the most effective ways to distribute traffic data to the most impor-

tant user of all — the driver on the road. “Command Online provides up-to-the-minute updates about current travel condi-tions,” Gardner says, “and this allows drivers to be informed enough to make meaningful decisions in time to avoid congestion or accidents.”

According to Gardner, the Command system is very accurate and responsive because it combines multiple types of traffic data. Point traffic detectors, or detectors installed at fixed locations, indicate what’s happening on a road at any given moment; probe traffic systems, or systems that utilize technologies like cell phones to track individual cars, indicate how long it takes tracked vehicles to travel from one location to another. “Probe systems can be

quite accurate, but the data is often delayed, at least by a little bit,” Gardner says. “Command is able to intelligently incorporate both types of traffic data in order to calculate and distribute the best travel time information possible.”

Informed DriversGardner says Command Online has the potential to change the ITS market, par-ticularly for smaller agencies that may have avoided implementing ITS because

of costs or the perceived scope of an effective system. “Imagine an organization just getting started with ITS who decides to install and test SmartSensor HD,” Gardner says. “They can sign up for Command Online and immediately have a fully functional system, and they can gather data and evaluate the whole system without needing to hire a consultant to evaluate it for them.”

Of course, the real benefit of traffic data is the ability to inform drivers so that the decisions they make on the road can have an immediate, positive effect on traffic. “In practice, data is just random numbers if there is no way to interpret and synthesize it into a useful form,” Gardner says. “Command Online makes data accessible and manageable, giving transportation agencies the tools they need to distribute traffic data so that traffic operators and individual drivers have a better understanding of current traffic conditions and can make better decisions.” n

Kevin Burtt is a product manager at Wavetronix.

“Command Online makes data accessible and manageable, giving transportation agencies the tools they need to distribute traffic data…”

— Reggie Gardner

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FEATURE ARTICLE

There’s a certain magic to a vehicle-activated traf-fic signal. You’re driving along a lonely road and pull up to a red light when — boom — seconds later the light turns green and you’re on your way. But while the results are certainly valuable, the technology that’s long been behind

the magic is notoriously problematic.Like most cities throughout the United States, the City of

Greenville, North Carolina has experienced its fair share of prob-lems with vehicle-activated — or actuated — traffic signals. The growing college town with a population of 85,000 is responsible for maintaining 265 miles of roadway and 125 signalized intersec-tions — 115 of which are vehicle-activated. For many years, the City of Greenville has relied on inductive-loop vehicle detections to activate these signals, and city officials are very familiar with the high failure rates of loops, as well as the costs associated with their installation and maintenance.

In an effort to find a more cost-effective and reliable solution to vehicle-activated traffic signals, the City of Greenville has dis-covered SmartSensor Matrix and the benefits of high-definition radar. The sensor, designed and manufactured by Wavetronix, uses radar to detect vehicles at the intersection stop bar. Working with Transportation Equipment and Services, a local intelligent transportation system equipment vendor, the City of Greenville has begun to deploy Matrix as a replacement for failing loops; TES represents Wavetronix in the state as an authorized channel partner.

Loop Detector TroublesSince the 1970s, loops embedded in the pavement have been used at vehicle-activated signals. Typically, each traffic lane gets its own loop, which is connected to adjacent lanes with a lead wire; the lead wire is then connected by cable to the intersection’s control cabinet. Loops use electrical currents to detect the presence of vehicles; when a vehicle arrives at the light, the loop recognizes the vehicle and sends a message to the control cabinet, where the request is fulfilled based on the signal’s preprogrammed rules and logic.

But roads are a harsh environment, and loops require frequent repair or replacement. For example, the City of Greenville esti-mates it will replace approximately 50 of its 900 detection loops each year. “There are many reasons why loops fail,” says Greenville City traffic engineer Richard DiCesare. “Pavement can shift and affect the loops, especially on a downgrade. New construction on adjacent lots can easily take out the lead wire along with all the loops it connects. And every time you need to mill and resurface a road, the loops typically need to be replaced.”

Green Lighting Greenville

By Megan Tsai

The North Carolina city is implementing a signalized intersection solution using SmartSensor Matrix to improve safe mobility for

drivers and cyclists without compromising cost efficiency.


FEATURE ARTICLE

In the past, when one of Greenville’s detection loops inevitably failed, a costly and labor-intensive replacement would follow.

“Typically, three loops are knocked out at one time. The cost to replace all three loops and accompanying cabling is about $5000,” says DiCesare. “In addition, we tie up the resources of an entire work crew for one or two days. Plus, the installation requires temporary lane closures, which decrease safety and mobility for our motorists and pose a risk to our workers.”

According to DiCesare, temporary lane closures like those needed for loop replacements are especially troublesome for the city’s motorists. “Our major construction projects are publicized by the local media so motorists can plan their trips accordingly, but it’s impossible to get the word out about every temporary lane

closure. As a result, the safety risks associated with road construc-tion increase and motorists often arrive late to their destinations, decreasing their satisfaction with our public works department.”

seeking Innovative solutionsThroughout his 30-year career in traffic engineering, DiCesare has seen traffic technology come, go and evolve. “Because of my experience, I’m always on the lookout for effective new solutions that can contribute to the safety and mobility of the motoring public and help us use valuable tax dollars wisely,” says DiCesare, who previously worked at engineering consulting firms in New York and Florida and also served as acting city traffic engineer in Lauderhill, Florida.

Shortly after taking the reins in Greenville, DiCesare spoke with Mark Holland from TES about advancements in high-definition radar detectors for vehicle-activated traffic signals.

Recognizing the potential for time and cost savings as well as safety improvements, DiCesare began investigating potential applications for the innovative technology in Greenville.

Working together, Holland and DiCesare identified the Smart-Sensor Matrix as the most likely solution for the city’s needs.

“We instantly recognized ...the technological, safety and cost-saving advantages offered by Wavetronix.”

— MARK HOLLAND, TES

Installing asmartsensor Matrix


FEATURE ARTICLE

Instead of loops buried in the pavement, the Matrix solution relies on a single radar-emitting unit mounted above each inter-section approach. Each Matrix uses 16 separate radar beams to achieve a 90-degree, 140-foot field of view that detects vehicles in all weather and lighting conditions. “We instantly recognized that the technological, safety and cost-saving advantages of-fered by Wavetronix could be an excellent fit for the City of Greenville’s progressive approach to transportation solutions,” says Holland.

Assessing the BenefitsAt DiCesare’s request, Holland arranged a field test of the Wa-vetronix solution in Greenville; the demonstration was attended by DiCesare along with Greenville’s three traffic signal technicians and representatives from the North Carolina Department of Trans-portation. “What impressed us most was how fast and easy the

installation was,” says DiCesare. “In the past, an entire crew would be working in the road for hours, if not days, to install detection loops. With Matrix, the unit was mounted and programmed in less than two hours with absolutely no traffic disruption.”

DiCesare was also impressed with the ease of programming the Wavetronix detector. “It’s so much simpler than other similar solutions I’ve seen,” he says. “The sensor’s software includes a graphical interface you use to draw each virtual detection zone. The whole process is extremely intuitive.”

Though the city officials quickly realized that Matrix would be a good fit for Greenville, the costs needed to be carefully con-sidered before moving forward. “When I did the cost analysis, I was surprised and pleased to find the costs of the Wavetronix solution were very comparable to a loop detection system,” says DiCesare. “Installing a loop detection system at a typical four-way intersection can cost about $24,000, while adding Wavetronix to the same intersection costs just a few thousand more.”

The analysis also demonstrated the City of Greenville would get more for its money with Matrix over the long haul. “For a similar price you gain significant benefits,” says DiCesare. “We’ll lower long-term maintenance costs by avoiding the ongoing cycle of loop replacement, save time and improve productivity with rapid installations, avoid the pavement degradation caused by the saw cuts needed for loop detectors, improve mobility and safety because we won’t need to shut down lanes to install the

detectors, and add the capability to detect in-lane bicycles and count vehicles.”

In addition to these many benefits, DiCesare discovered he could leverage outside funding sources to save the city additional money. “Because the Wavetronix sensors can collect traffic data, our local Metropolitan Planning Organization will reimburse us for 80 percent of the cost,” he says.

Planning for the FutureWith the clear advantages demonstrated by the cost-benefit analy-sis, DiCesare purchased the city’s first Matrix unit to have on hand when a loop detector failed; it was put to good use almost immediately. “A developer wanted fast installation of a vehicle sensor for their driveway at an existing signal-controlled intersec-tion,” says DiCesare. “We were able to quickly adapt the signal along Greenville Boulevard using Matrix for traffic detection at the driveway and inbound left-turn lane, and the developer reimbursed the city for the cost.”

Moving forward, DiCesare plans to keep Matrix sensors on hand and begin a gradual transition away from loop detec-tion. “When we experience a loop detection failure or we need to pull out loop detectors due to a paving project, we will look closely at replacing those loops with Wavetronix detectors,” says DiCesare.“If the costs and benefits of this technology remain the same, eventually the City of Greenville will phase out loop detection in favor of the Wavetronix technology.”

“What impressed us most was how fast and easy the installation was.”

— Richard DiCesare, Greenville City traffic engineer

“Because the Wavetronix sensors can collect traffic data, our local Metropolitan Planning Organization will reimburse us for 80 percent of the cost.”

— RICHARD DICESARE

85,000 population

265MILESof roadway

125traffic lights

eliminates

lane closuresno longer needed

tra�c delays due to:

installationmaintenance

loop failure

addsdata collection& traffic count capabilities

bicycledetection capabilities

improvessafetyfor both motorists and workers

mobilityand improves city worker productivity

decisionsbased on accurate data

funding opportunitiesby collecting useful data

GreenvilleNorth Carolina

MATRIX BENEFITS

savestax dollarsby significantly reducinglong-term maintenance costs

timeand improves city worker productivity


FEATURE ARTICLE

In addition to the cost, safety and mo-bility benefits gained with every Matrix installation, city officials believe a more widespread deployment of the technology will provide even greater systemic ben-efits. “Because the Wavetronix units offer data collection, we’ll have much greater access to real-time traffic data,” says DiC-esare. “We can use that data to make better decisions about where our city’s greatest transportation needs lie and determine how to spend our limited funds most ef-fectively. Plus, there are many sources of state and federal funding available through an application process — having data avail-able to support any funding applications our city pursues increases our chances of receiving those funds.”

Overall, DiCesare says partnering with TES to deploy SmartSensor Matrix in Greenville will help fulfill the city’s mission of providing safe, efficient and cost-effec-tive transportation. “Especially in these economic times, we’re always looking for ways to do things better and more cost-effectively, and Wavetronix makes that possible. With SmartSensor Matrix, we really are getting more for each taxpayer dollar by leveraging the additional safety, mobility, data-collection and time-saving benefits it provides.” n

Megan Tsai is a freelance writer specializ-ing in transportation and engineering. She writes business communications including articles, newsletters and case studies for com-panies and organizations across the country. Learn more at www.RedWagonWriting.com.

www.wavetronix.com/itsa1306

SAFETY & EFFICIENCY AT THE INTERSECTION

SMARTSENSOR ADVANCE Dynamic dilemma zone protection up to 900 ft.

SMARTSENSOR MATRIX True presence detection of both moving and stopped vehicles at the stop bar.

TAKE CONTROL — CHOOSE WAVETRONIX.


How To

smartsensor HD site Design TipsSmartSensor HD can be a powerful tool for collecting traffic information, and a

properly designed installation site is an essential part of this process. Follow these 10 tips to ensure that you get the best results from your SmartSensor HD installation.

2 Avoid queuing traffic SmartSensor HD is designed to detect moving vehicles, so you will want to place your sensor where traffic is flowing. In most highway installations this won’t be a problem, but for mid-block installations, you can run into congestion problems if the sensor is placed too close to an inter-section. Make sure you install your sensor as far away as possible from intersections and other sources of congestion.

1 Have a plan Know in advance how many sensors you will need and where to install them. The location of sensor stations will depend on how you plan to use them: if you intend to use the sensors to detect incidents or to generate travel times, you will want to place your sensors as close together as possible; if you plan to only use the sen-sors for data collection, then they can be placed farther apart.

10ESSENTIAL


How To

4 Avoid occlusion SmartSensor HD can only detect what it can see, so if something blocks the sensor’s view of the road, the sensor might miss detections. This is called occlusion. Things that can cause occlusion include trees, tall barriers and signs. Occlusion can also be a problem in areas with high truck traffic because trucks can block the sensor’s view of smaller cars. The best way to avoid oc-clusion is to install the sensor away from obstacles, but you can also increase the mounting height to allow the sensor to see over the obstacles.

3 Avoid multipath Multipath can occur when there are flat structures near the sensor, such as build-ings, retaining walls and sound walls. Part of the reflected signal may bounce off these structures, resulting in false vehicle detec-tions. In the top image at the right, part of the radar signal is reflecting off the ve-hicle and returning directly to the sensor (the black arrow), resulting in an accu-rate detection; the rest of the signal (the red arrow) is scattered and might cause a phantom detection, as seen in the bottom image. Try to choose mounting locations where there aren’t walls or buildings di-rectly behind or in front of the sensor.

Truck is detected

Car is occludedSignal bouncing off wall

causes phantom detection

Normal detection

Signal that doesn’t return

to sensor is scattered


How To

5 Put space between facing sensors

If your SmartSensor HD faces any other radar device, including another SmartSensor HD, the signals may interfere with each other. For optimal performance, your sensor needs to be at least 70 feet up- or downstream from any facing radar device in the vicinity. It is also a good idea to put them on different RF chan-nels; this will lessen the chances of interference.

6 Find a location where lanes are parallel

SmartSensor HD should be placed, as much as possible, perpendicular to the flow of traffic. Normally this is easy to do, but sometimes there will be non-parallel lanes — for example, on- and off-ramps, frontage roads, or non-parallel sides of a divided highway. If you must install in such a location, the sensor’s software allows you to exclude these problem lanes.

8 Keep away from overhead structures

Overhead structures such as overpasses, bridges, tunnels, pedestrian walkways and overhead signs can cause multipath-ing and other detection problems. Install your SmartSensor HD at least 30 feet up- or downstream from any such structure.

7 Plan around existing infrastructure

To avoid unneeded expense, look for spots where poles and power sources are al-ready in place. You can use most poles, as long as they fall within the height and offset requirements. If there’s already electricity in the area for luminaries or electronic signs, tapping into these may be easier than running new power lines out to the mounting location.

DID YOU KNOW?

Jersey barriers are often used to sepa-rate two sides of a divided highway, as shown below. A typical Jersey bar-rier is 32 inches tall and shouldn’t cause occlusion problems. If the me-dian has a taller barrier, however, you may need to put the sensor higher to ensure it can see the road well.

DID YOU KNOW?


How To

9 Look for even terrain Sometimes when divided highways run through uneven terrain, one side of the road may be at a higher elevation than the other. Depending on the difference in elevation, this could cause detection problems, as shown in the picture below. Try to avoid install-ing in areas where the difference in elevation is extreme enough that the sensor isn’t getting a good view of the entire road.

Car is partially hidden from sensor

10 Use proper height and offset SmartSensor HD must be installed at the proper height and offset. Offset refers to the distance that the sensor’s pole is set back from the first lane of interest; if there is a frontage road or ramp that doesn’t need to be detected, it doesn’t matter in determin-ing the offset. SmartSensor HD’s minimum offset is six feet; there is no maximum off-set, but you need to make sure that all of the lanes you want to detect fall within the sensor’s 250-foot range. How high you mount the sensor will vary depending on the offset — the important thing to con-sider is how well the sensor can view all lanes. At least 50 percent of a vehicle must be visible for the sensor to detect it. n

Offset

Mou

ntin

g he

ight

A free educational workshop from Wavetronix.

To fi nd out more or to schedule an event,please contact your authorized Wavetronix dealer.

To locate your dealer, please visit www.wavetronix.com/pulse1302

INFORMATIVElearn about the role detection plays in eff ective ITS and the benefi ts that Wavetronix radar can bring to your system.

INTERACTIVEGet hands-on experience with SmartSensor HD and work with Wavetronix radar experts to discuss your traffi c problems and potential solutions.

INSTRUCTIVElearn how radar works and how Wavetronix radar compares to other traffi c detection systems in terms of accuracy and effi ciency.

north & south America

Canada

Fortran Tra� c Systems Limited470 Midwest RoadToronto, Ontario M1P 4Y5Canadap (416) 288-1320e sales@fortrantraffi c.comwww.fortrantraffi c.comManitoba, New Brunswick, Newfoundland and Labrador, Nova Scotia, Ontario, Prince Edward Island

Interprovincial Tra� c ServicesUnit #1, 2153-192nd StreetSurrey, BC V35 3X2Canadap (604) 542-8500e [email protected], British Columbia, Northwest Territories, Nunavut, Saskatchewan, Yukon

STI-Tassimco Technologies3100 Jacob JordanTerrebonne, QC J6X 4J6Canadap (450) 477-5262e [email protected]

United states

Advanced Tra� c Products909 SE Everett Mall Way, Suite B280Everett, WA 98208p (425) 347-6208e advancedtraffi c@advancedtraf-

fi c.comwww.advancedtraffi c.comAlaska, Northern California, Idaho, Montana, Nevada, Oregon, Washington, Wyoming

ASTI18 Blevins DriveNew Castle, DE 19720p (302) 328-3220e [email protected]

Highway Tech6 Sabattus RoadPO Box 1209Sabattus, ME 04280p (207) 375-8248Maine, Massachusetts, New Hampshire, Rhode Island, Vermont

Iron Armour1290 Fox LaneMogadore, OH 44260m (330) 608-5002e [email protected], Ohio, Western Pennsylvania, West Virginia

itronik, LLC4565 Glenbrook Rd.Willoughby, OH 44094m (440) 346-7451e [email protected], Michigan

Marbelite Co., Inc.PO Box 239Manasquan, NJ 08736p (732) 292-2100e [email protected] York

Mid American Signal2429 S. Mill StreetKansas City, KS 66103p (913) 432-5002www.midamsignal.comArkansas, Iowa, Kansas, Minnesota, Missouri, Nebraska, North Dakota, Oklahoma, South Dakota

Signal Control Products, Inc.199 Evans WayBranchburg, NJ 08876p (908) 231-1133e [email protected] Jersey, Eastern Pennsylvania

Summit Tra� c Solutions11757 W Ken Caryl AvenueSuite F-411Littleton, CO 80127p (303) 933-2843e info@summit-traffi c.comwww.summit-traffi c.comArizona, Colorado, New Mexico, Utah

SummitCrestSouthern California O� ce33175 Temecula Pkwy, Suite A415Temecula, CA 92592p (951) 303-8143e [email protected]://www.summit-crest.comSouthern California

Illinois O� ce2516 Waukegan Rd., Suite 214Glenview, IL 60025p (224) 235-4474e [email protected]://www.summit-crest.comIllinois, Wisconsin

Tra� c Technology Integrations1295 Old Hickory Blvd.Nashville, TN 37207p (615) 410-0737e info@traffi cti.comhttp://www.traffi cti.comAlabama, Tennessee

Transportation Equipment & Services, Inc.

420 Boardwalk DriveYoungsville, NC 27596p (877) 499-8727e roseann.boccio@transequipserv.

comwww.transequipserv.comDistrict of Columbia, Maryland, North Carolina, Virginia

Twincrest TechnologiesPO Box 7571315 Hwy 1187, Ste. 104 Mansfi eld, TX 76063p (817) 539-2200e [email protected], Mississippi,Texas

Corporate Sales O� cep +1 (801) 734-7200e [email protected]

Florida Sales O� cep +1 (407) 366-5144e [email protected]

Northern Europe Sales O� ceWavetronix UK Ltd.p +44 (0) 1293 804 652e [email protected]

wavetronix


DIsTRIBUToRs

north & south America

Canada

Fortran Tra� c Systems Limited470 Midwest RoadToronto, Ontario M1P 4Y5Canadap (416) 288-1320e sales@fortrantraffi c.comwww.fortrantraffi c.comManitoba, New Brunswick, Newfoundland and Labrador, Nova Scotia, Ontario, Prince Edward Island

Interprovincial Tra� c ServicesUnit #1, 2153-192nd StreetSurrey, BC V35 3X2Canadap (604) 542-8500e [email protected], British Columbia, Northwest Territories, Nunavut, Saskatchewan, Yukon

STI-Tassimco Technologies3100 Jacob JordanTerrebonne, QC J6X 4J6Canadap (450) 477-5262e [email protected]

United states

Advanced Tra� c Products909 SE Everett Mall Way, Suite B280Everett, WA 98208p (425) 347-6208e advancedtraffi c@advancedtraf-

fi c.comwww.advancedtraffi c.comAlaska, Northern California, Idaho, Montana, Nevada, Oregon, Washington, Wyoming

ASTI18 Blevins DriveNew Castle, DE 19720p (302) 328-3220e [email protected]

Highway Tech6 Sabattus RoadPO Box 1209Sabattus, ME 04280p (207) 375-8248Maine, Massachusetts, New Hampshire, Rhode Island, Vermont

Iron Armour1290 Fox LaneMogadore, OH 44260m (330) 608-5002e [email protected], Ohio, Western Pennsylvania, West Virginia

itronik, LLC4565 Glenbrook Rd.Willoughby, OH 44094m (440) 346-7451e [email protected], Michigan

Marbelite Co., Inc.PO Box 239Manasquan, NJ 08736p (732) 292-2100e [email protected] York

Mid American Signal2429 S. Mill StreetKansas City, KS 66103p (913) 432-5002www.midamsignal.comArkansas, Iowa, Kansas, Minnesota, Missouri, Nebraska, North Dakota, Oklahoma, South Dakota

Signal Control Products, Inc.199 Evans WayBranchburg, NJ 08876p (908) 231-1133e [email protected] Jersey, Eastern Pennsylvania

Summit Tra� c Solutions11757 W Ken Caryl AvenueSuite F-411Littleton, CO 80127p (303) 933-2843e info@summit-traffi c.comwww.summit-traffi c.comArizona, Colorado, New Mexico, Utah

SummitCrestSouthern California O� ce33175 Temecula Pkwy, Suite A415Temecula, CA 92592p (951) 303-8143e [email protected]://www.summit-crest.comSouthern California

Illinois O� ce2516 Waukegan Rd., Suite 214Glenview, IL 60025p (224) 235-4474e [email protected]://www.summit-crest.comIllinois, Wisconsin

Tra� c Technology Integrations1295 Old Hickory Blvd.Nashville, TN 37207p (615) 410-0737e info@traffi cti.comhttp://www.traffi cti.comAlabama, Tennessee

Transportation Equipment & Services, Inc.

420 Boardwalk DriveYoungsville, NC 27596p (877) 499-8727e roseann.boccio@transequipserv.

comwww.transequipserv.comDistrict of Columbia, Maryland, North Carolina, Virginia

Twincrest TechnologiesPO Box 7571315 Hwy 1187, Ste. 104 Mansfi eld, TX 76063p (817) 539-2200e [email protected], Mississippi,Texas

Corporate Sales O� cep +1 (801) 734-7200e [email protected]

Florida Sales O� cep +1 (407) 366-5144e [email protected]

Northern Europe Sales O� ceWavetronix UK Ltd.p +44 (0) 1293 804 652e [email protected]

wavetronix

Europe, Africa & Middle East

Europe

Amparo SolutionsFalkenbergsgatan 3412 85 GöteborgSwedenp +46 (0)31-721 19 50www.amparosolutions.comSweden

Engineer Gianni SabatoVia S. Stefano 74, I - 40215 BolognaItalyp +39 051 621 1553e [email protected]

Far Dataul. Lipowa 330-702 KrakÓwPolandp +48 (012) 255 99 99e [email protected] Republic, Poland, Slovakia

ITS Teknik A/SKøbenhavnsvej 265, DK-4000RoskildeDenmarkp +45 46 75 72 27e [email protected]

Magsys1 place de la Libération64200 BiarritzFrancep +33 (0) 5 24 33 00 16e [email protected], Luxembourg

Navigator14/19 Novoslobodskaya StreetMoscow 127055Russiap +7 (495) 607 58 67 e [email protected], Kazakhstan, Russia

QuadrexC/ Muntaner 262, 4º-1ª08021 BarcelonaSpainp +34 93 202 29 24e [email protected], Spain

Africa

Tollink34 Sovereign DriveRoute 21 Corporate ParkIrene, Pretoria, 0157South Africap +27 (12) 450 4300e [email protected] Africa

Middle East

Alshamlan InternationalGeneral Trading & ContractingKuwait - Salmiyah-Blajat StreetBlock #3 - Aloula Tower #34 -9th Floor-Offi ce 9A, PO Box 5984Salmiyah, 22069Kuwaitp +965 25712855e info@alshamlaninternational.comwww.alshamlaninternational.comKuwait

IntetraBarajyolu Cad. Aral Sok.Özkanca Plaza No:4, K:8Ataşehir Kadıköy, IstanbulTurkeyp +90 (216) 456 86 40e [email protected]

Asia & Australia

Asia

L&B Systems Co., Ltd.140-17, Samseong-dongGangnam-gu, UNICON Building3rd Floor, Seoul 135-090South Koreap +82 070 8871 9471e [email protected] Korea

QTC Tra� c Technologies, Ltd.Unit H, 7/F., World Tech Centre95 How Ming Street, Kwun TongKowloonHong Kongp +852 2535 8112e mlam@qtc-traffi c.comHong Kong

TMS Engineering Co., Ltd.50/413 Moo 6 Tambol BanmaiAmphur PakkredNonthatburi 11120Th ailandp +66 (2) 984 1192e [email protected] ailand

Turbine Technique (M) Sdn BhdNo 21, Jalan Uranus AJ U5/AJSeksyen U5, 40150 Shah AlamSelangor, Darul EhsanMalaysiap +60 3 7845 4093e [email protected]

Australia & new Zealand

Aldridge Electrical IndustriesUnit 10-16 Sir Joseph Banks DriveKurnell NSW 2231Australiap +612 9540 9966e [email protected] Australia

HMI Technologies LimitedPO Box 38164Howick, Auckland, 2145New Zealandp +64 9 572 0006e [email protected] Zealand

Southern Europe & Middle East Sales O� cep +33 (0)5 59 43 85 10e [email protected]

China Sales O� cep +86 (10) 6494 3046e [email protected]

Africa, Australia & Paci� c Rim Sales O� ceWavetronix Pte., Ltd.p +65 9070 0520e ap [email protected]


DIsTRIBUToRs

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Pulse Magazine 7_2

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