Prepared for:
U.S. Department of Transportation
Prepared by:
Rick Schuman, PBS&J
November 15, 2001
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Notice This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. |
Detroit Gary-Chicago-Milwaukee
Southeastern Florida Washington
All of the TMC's are connected via a fiber link and all have "consoles" allowing them to enter information into the NAVIGATOR database.
This system allows local, regional, state and federal officials to communicate and manage Georgia's transportation system more effectively. Information on Georgia NAVIGATOR can be found at http://www.georgianavigator.com.
The NAVIGATOR system has freeway management, arterial management and Traveler Information systems combined. All are treated as one system, using one software package in all urban areas where deployed in Georgia.
Contractual RelationshipsVirtually any private agency that wants to use these outputs is able to do so. There are some restrictions on how an agency may modify the data, but the formal policy is not in writing at this time. For now, anyone can capture and re-use the video directly from the web site. GDOT is not interested in selling its data, nor do they want to get into distribution of data on their own.
Business Model TypeAdditionally, 26 Highway Emergency Response Operators (HEROs) patrol metro-Atlanta freeways and act as mobile units, reporting incidents and traffic delays to the TMC as well as assisting motorists with fuel, fluids and simple repairs.
Information in the NAVIGATOR system is archived in a raw data format, but currently, GDOT has not found the archived data of interest to others. Vehicle count information and speeds are archived, and GDOT is willing to give the information to anyone, but the amount of data is staggering. Data points come into the system every 20 seconds for every covered lane of road. The monitored system covers 55 miles of freeway and approximately 150 miles of arterials, with another 60 miles of freeway monitoring under construction.
GDOT expects to update their systems using earmarked funds from T-21. These updates will focus on center-to-center communications and transit standards that may not align with the TMDD (Traffic Management Data Dictionary).
Data FusionAtlanta specified a UNIX system that they could always "write to." The same system can be deployed throughout the state and even if there are some changes in hardware specifications etc., the controllers can always be directed through the UNIX software.
This does, however, present a tremendous burden as new hardware for a new city might require changes or updates in order to talk "backwards" to the existing UNIX software. In order to make that less of a burden on one of the participating cities, all of the software is re-written approximately every 4 years. The past re-write took place in 1999, to eliminate the possibility of any Y2K problems.
Information Dissemination*DOT (*368) is a free cellular phone service offered through, Cingular and Verizon Cellular. Travelers can call to obtain information on area roadways, as well as report incidents, congestion and accidents on the freeways. GDOT has stated that they are uncertain of whether they will switch *DOT to 511 or implement a landline version due to the probable increase in service level required. The current system answers approximately 750 calls per day and uses live operators to answer calls.
There are 3 local television stations that brought fiber connections into the TMC in order to have access to 4 separate video signals simultaneously. The stations can monitor the video, but NAVIGATOR operators control it.
There was a contract awarded to MediaOne for a cable program that was to offer live video and traffic reports. It included a 15% revenue share to GDOT to enhance the NAVIGATOR systems. After 9 months of inactivity, GDOT tried to contact MediaOne but received no response. The contract was terminated the after 15 months.
GDOT has recently issues a "Request for Peer Review and Comment for Consultant Services for Transportation Management Center Support" (Word document available at http://www.georgianavigator.com/documents/RPRC_for_TMC_Support.doc), which will lead to an RFP for TMC operations, and support. This is the first step in updating the systems and mode of operation for Georgia NAVIGATOR system.
The funding for this program provides telephonically delivered, route specific, real-time traffic information to travelers in Eastern Massachusetts. Further, funding provides that the service is free of charge to the user, though there is no specific requirement that the call to the service itself be free or limited to the cost of a local call to the user. The call could be, and in fact is, a toll call to users outside of the local calling radius to the Cambridge offices where the IVR (Interactive Voice Response) system is housed.
In 1999, SmartRoute Systems began to sell advertising on the service. A similar offering took place in the earliest days of the service (1993-94), where 10-second "spots" had been played prior to a user receiving their designated information. In the 1999 version, a longer 20-30 second spot played at the end of the traffic information, in addition to the 10-second "leader" spot. The MHD contract does not specifically allow or prohibit advertising, and there were not enough advertisers to generate significant complaints or compliments from users. As such, no policy has been generated regarding advertising support at this time.
SmartRoute Systems also operates an Internet Web site ( www.smartraveler.com) that provides corresponding information to computer users. This service has been available since 1995 and has a drop-down menu listing of all markets where the SmarTraveler service is deployed.
MultiSystems, Inc. conducted an Evaluation of Phase II of the SmarTraveler Advanced Traveler Information System Operational Test, in 1994. The results are available as an Adobe PDF-formatted file at http://ntl.bts.gov/lib/jpodocs/repts_te/8463.pdf. Summary findings in an Adobe PDF-formatted file can be found at http://www.itsdocs.fhwa.dot.gov/jpodocs/repts_te/GQ01!.pdf. [Click to get the Adobe Acrobat Reader]
Contractual RelationshipsThe current SmarTraveler program is funded as a part of a 3-year, $4.5 million contract between MHD and SmartRoutes. Though the contract calls for cost reimbursement, the costs have been pre-defined over time, so MHD is aware of the approximate monthly invoice they will receive. Funding totals approximately $150,000 each month. At this time, this is 100% state funding due to a federal financial bond cap in Massachusetts. MHD is working to return to an earlier funding program where 80% was federal and 20% state funds.
The contract specifics are to provide only the free telephone service[2]. The web site is rolled in to provide additional marketing for SmartRoutes' services and advertising. Any revenue generated from the web site is not shared with the state. The feeling at MassHighway is "what benefits the traveling public benefits MassHighway." State funding covers: Staffing (operators, announcers); data collection (outbound phone call costs), data fusion (labor and some hardware), and set-up phone service accounts (such as wireless accounts for receiving calls from mobile units).
The state shares roughly 70% of the communications costs for video and audio data feeds, as well as 70% of the costs for aircraft and similar data gathering (such as reverse-charge cellular reports). SmartRoutes is free to re-sell services including video and other information, are therefore responsible for the remaining 30%.
Business Model TypeAdditionally, previous versions of the SmarTraveler contract called for a Private Sector Program Match of 80 percent of the contract amount with private sector contributions. The majority of these contributions (program matching funds) came in the form of in-kind advertising and promotional mentions. In 1996, SmartRoute Systems program match exceeded $2 million, predominantly from relationships with local television and radio stations.
The current SmarTraveler contract does not call for any revenue sharing or program matching. The Highway Department reimburses actual costs plus an overhead fee. As such, this can now be viewed as a Fee for Service contract.
Direct communications links provide data from key state and local transportation agencies, including Massachusetts State Police, the Massachusetts Bay Transportation Authority, MassHighway, the Boston Transportation Department, the I-95 Corridor Coalition, Logan Airport, the Massachusetts Steamship Authority, and various private sector bus lines to receive current traffic data. Communications with these agencies allows SmartRoute operators direct access to traffic incident information.
As noted above, SmartRoute Systems receives 29 direct video feeds from MassHighway and 3 from Massachusetts Port Authority. Additional communications have been established through the use of Nextel phones with the new Regional Operation Traffic Center (ROTC) co-located with the Ted Williams Tunnel Operations. It is possible that new video feeds of I-95 and I-93 will also be transmitted through to SmartRoutes' operations center from the ROTC as they become available. Currently, video is relayed from facilities at the Interim Operations Center (IOC) for the Central Artery/Third Harbor Tunnel construction project (which SmartRoutes staff's under a separate contract with MassHighway.
Data FusionThe system was designed to take automated data feeds as well, and in other operating markets, data may be ingested into the system in that manner. In Boston, however, all data entry is performed manually by Traveler Information Managers. Each person's entry ends up in a single database allowing multiple operators to enter data for a single event/incident. Here operators may set priority levels for incidents, which in turn change the icons that appear on the Web Site.
Information DisseminationThere is also an Internet Web site ( www.smartraveler.com) that provides corresponding information to computer users.
The SmarTraveler IVR service is available to anyone in the region with a touch-tone phone can access information by dialing 617-374-1234 from a touch-tone phone, or by dialing "*1" from any cellular phone. For landline users, the caller is responsible for the cost of the call. As the operations center is located in Cambridge, landline callers may be charged for a toll call or long distance depending on from where they are calling.
Wireless callers do not incur toll or long distance calls as long as they are within Eastern Massachusetts (this is simply the way wireless carriers handle calls in Eastern MA). SmartRoute Systems has lobbied the wireless carriers to encourage them to participate in providing access to SmarTraveler through a unified code free of any airtime and landline charges. Currently, all wireless carriers in Eastern Massachusetts are providing access to the SmarTraveler service through the *1 code. These include AT&T Wireless, Verizon Wireless, Cingular, Sprint, and Nextel Communications. This is a significant accomplishment as not all carriers participate or offer free access to services in other SmarTraveler markets.
Current SmarTraveler® IVR usage is over 400,000 calls per month, with approximately two thirds of the calls coming from wireless users.
Construction and event information is available 24 hours a day. Real-time traffic information is available 5:30AM to 9:00PM Monday through Friday, and 10:00AM to 7:00PM Saturday and Sunday.
There is also real time operations status for the Massachusetts Bay Transit Authority (MBTA), the "T". Information is available on all subway, bus and commuter rail lines. A direct connection to the MBTA's own information line allows users to connect to fare and schedule information.
Additionally, there are connections to MassPort's Logan Airport information line (1-800-23-LOGAN) for alternative transportation information to the airport, in addition to SmarTraveler's real-time parking information (for airport parking facilities).
SmartRoute Systems also produced a four-hour cable television program called SmarTravelerTV. This program, though not funded by MassHighway, used the same data gathered for the SmarTraveler® IVR and Web services, and was broadcast on most of the major cable television networks in the Boston area. The program ran from March 1998 - March 2001 and was discontinued due to lack of advertising revenue.
Broadcast traffic reports on WCVB-TV emanate from SmartRoutes' Cambridge operations center and use the SmarTraveler® brand name. SmartRoute Systems receives payment for these services in addition to re-sellable advertising time (barter in lieu of cash) and promotional spots for the SmarTraveler® telephone service. These promotional announcements are still a part of the WCVB agreement, though no longer required by the MassHighway contract.
The recent acquisition of SmartRoute Systems by Westwood One (owner of Metro Networks and Shadow Traffic) provides an open exchange of information between these providers through the use of each companies two-way radio systems, and allows more information from SmartRoutes' resources to be used for broadcast reporting. There are no direct (database) links between the companies, aside from Metro and Shadow personnel viewing the SmarTraveler Web site.
However, MassHighway is building a Regional Traffic Operations Center (RTOC) in the same building as the Central Artery/Ted Williams Tunnel operations center. Once this facility is on line, there will be data and video from a number of interstate highways in and around the Boston area. At that time, MHD may consider allowing others to connect to the information, but would likely be opposed to trying to "sell" it.
The relationship between MHD and SmartRoute Systems has changed over the years, especially with regard to revenue sharing that never materialized. The vision of a self-supporting service has been laid by the wayside in favor of providing a quality service to the public at MHD's cost.
The co-mingling of assets is also an issue. In 1993, when the program began, SmartRoutes was provided "seed money" in order to obtain quality data and provide a quality service. It was understood that images from upgraded video transmission systems would be available for SmartRoutes to re-sell. However, in recent years MHD has installed a number of it's own cameras and the idea of re-selling these (MHD) images has become troublesome to MassHighway, as the equipment is paid for with taxpayer dollars and should therefore be widely used by everyone for the public good. Also, MHD was not going to see any direct benefit from revenue generated by the sale of these images (through SmartRoutes), as revenue would go to the general fund.
The current feeling is that MHD is buying a service from SmartRoutes. The SmartRoute Systems' cameras are it's own, and MHD's cameras are their own. MHD is not in the business to make money, but SmartRoutes is.
There is a belief that new technologies such as cellular tracking may change the way the private sector gathers data. However in Massachusetts, loop sensors give MHD the basic information that they need to maintain the roadways and monitor usage. Additionally, it must be understood that since MHD is not in the real time information business (having outsourced this function to SmartRoutes), if one of their loop sensors becomes faulty, it might be out of service for a number of days or weeks. In the realm of real-time data, new sources of "floating car" data will probably be very helpful and likely more reliable information to the private sector in providing the services that they are trying to sell.
Regarding implementation of a 511 number, MHD is involving SmartRoutes in the process as they are the service provider. On the surface, it appears easy to convert the current number to 511, but there are problems with the local telephone company wanting (perhaps) to profit from 511, as well as the usual toll and long distance issues that must be managed.
Questions are being raised such as: Who is going to pay for the cost of a landline call outside of the immediate area? Will the caller know what they are being charged for a call to the Boston area if they do not have to dial a 1+area code? MHD is evaluating the potential technical solutions and costs involved in paying for these calls, (as well as the possibility of funding a toll-free backbone in addition to the funding they are currently providing for the SmarTraveler service. One additional issue is how they might handle the coverage area if users were to call requesting information where no traffic information exists, such the central and western parts of the state.
Finally, there is concern that if 511 is deployed, what would happen if the SmartRoutes contract is not renewed at a certain point or if SmartRoutes were to go out of business? Then MassHighway would have to assume considerable start-up costs in order to duplicate the same level of service. Currently, the landline number receives significant use (nearly 150,000 of the 400,000 calls per month are from landline phones). It is assumed that these numbers will only rise with a 511 dialing code in place. MassHighway is currently evaluating the implications of using 511 for the SmarTraveler service, and what assigning the use of the number to a private company might mean in future contracts.
In 1998, a five year agreement was entered into with SmartRoute Systems wherein SmartRoutes was to provide operational services to MDOT in exchange for the exclusive right to re-sell data generated from the MDOT systems. SmartRoutes was to provide additional infrastructure as well, in the form of video cameras and mobile units (probes) to gather data on the area highways.
SmartRoutes was to launch an Internet Web page as well as an Interactive Voice Response telephone system, both of which would be advertiser and sponsor supported. Additionally, SmartRoutes was to represent the MDOT video as a product line and re-sell the images for the use of broadcasters, and use the combined information to supplement or supply traffic reports for local radio stations.
In addition to the staffing of the operations center by SmartRoutes' personnel, MDOT was to receive 10% of the gross revenue from services and data sold by SmartRoutes. Unfortunately, the result of this agreement has not produced any significant revenue share for MDOT. In fact, after three years of the agreement have passed, MDOT has received less than $15,000.
At the start of the MITS contract, there was an existing partnership with the MITS Center and the Road Commission for Oakland County (RCOC). The program at the time was known as the MotorCiti project. There was to be an open exchange of information between the MITS Center and the RCOC. The exclusive nature of the SmartRoutes agreement, however, did not allow the RCOC to use or pass on any information it received from the MITS Center. SmartRoutes also installed its own proprietary WINGS database system and did not have operators entering information into the MITS systems. With that, only automated MITS data flowed to the RCOC, no incident information was passed along. However, it should be noted that the camera images for the entire system were available at all times to any person resident in the RCOC control room.
Contractual RelationshipsWXYZ-TV entered into a three-year contract with SmartRoutes in 1998 (ending August 2001 unless renewed. Terms of this agreement are for $55,000 in a cash payment, $150,000 in barter advertising annually. In exchange, WXYZ receives selected live video feeds (selection made by SmartRoutes' operators in the MITS Center), Monday - Friday from 5am - 7am plus "network cut-ins[4]" until 9am. Any video requested outside of these hours is billed at $225 per day. WXYZ pays for the live video link from the MITS Center.
WWJ-AM entered into a one-year contract with SmartRoute Systems (renewed in February 2001). The terms of the agreement call for $154,000 in barter advertising, with SmartRoutes having live announcers available Monday - Friday from 5am - 7pm. There are six "co-reports" per hour (interwoven with Metro Networks reports).
Business Model TypeSmartRoutes was to add 30 video cameras to the data gathering systems, placing them in areas that were not covered by MDOT cameras. Though some cameras did arrive, SmartRoutes never installed them. MDOT is currently involved in installing four (4) of these cameras on their own in the Flint area.
[The RCOC covers 30 x 30 miles (900 square miles) of Oakland County located just north of the City of Detroit. Their operations work to maintain the freeway system under contract to MDOT (plowing and fixing potholes, etc.) Similarly, they maintain the signal systems throughout the county. Metro Networks is operating from within the RCOC, as did Trafficstation prior to their financial difficulties. Access to data is a bartered arrangement, with no money changing hands. While RCOC has access to Metro Networks information, limited "credit" for the RCOC information has been broadcast.] It is worth noting that both operators felt there was significant value in being able to view the images from any of the 158 CCTV cameras that covered the Detroit Metro.
Data Fusion[The initial MITS systems were built by Rockwell, as were the systems in use at the RCOC. Once the SmartRoutes contract was signed, it became apparent that the flow of data through the systems was not going to be as designed. Automated data would flow, but SmartRoutes operators were not entering any manual information (i.e. incidents, lane closures) into the Rockwell system. As such, a "wall" was put up between the RCOC and MITS center, and the passing of any information aside from the automated data came to a halt.
RCOC maintains its own equipment that includes: 4 CCTV cameras and has 450 intersections under SCATS[5] control (Autoscope and/or loop detectors). They also have access to any one (1) camera at a time from the 180 CCTV cameras at the MITS Center. It is noted that only 25 CCTV cameras are located within Oakland County.]
Information DisseminationThe telephone service was not launched, and in January 2000, MDOT was presented with a proposal for a state sponsored IVR service at a price of $33,000 per month. MDOT declined this proposal.
The MITS Center does provide information to area CMS/DMS (Changeable Message Signs/Dynamic Message Signs), through the same software that was installed to control the CCTV cameras and sensors. A Highway Advisory Radio (HAR) system was recently decommissioned, as it never worked properly.
With the SmartRoutes agreement with WXYZ-TV, video from the MITS cameras is broadcast selectively during newscasts with voice-over talent provided by the station. The agreement with WWJ-AM allows for a live announcer to be present in the MITS Center during rush hours, and this person's reports (from viewing monitors and speaking directly with MITS personnel), are used to supplement the report provided by Metro Networks from their own facility elsewhere.
[The RCOC maintains a web site, http://www.rcocweb.org with an interactive map that allows users to "zoom in" to a particular intersection and view congestion levels, work projects and (in limited cases) CCTV images in real time.]
The MITS Center in downtown Detroit is the center of ATIS information for MDOT. Jim Schultz is the ITS Operations Manager in charge of the MITS Center. He reports directly to Tom Maki who is Chief Operating Officer, Deputy Director for MDOT.
ISPs that operate in the region, including wholesale broadcastersSmartRoute Systems found the sale of data to interested third parties difficult. Additionally, the political landscape concerning rights to "public information" made for a very difficult "sell." Legal action was threatened and taken by other private ISPs claiming rights to the public sector data (purchased and installed with taxpayer dollars).
Currently, MDOT is undergoing a software evaluation with the Florida Department of Transportation. A consulting firm, Southwest Research Institute (SWRI) is evaluating four Florida DOT systems and the current MITS system. The goal is to determine which is the best for MDOT's purposes. Currently, MDOT is spending $800,000 for software maintenance at the MITS Center, and they are interested in understanding if this is a proper figure, and if their system is the best for their purposes. The study is designed to recommend the process to upgrade or update and maintain MDOT's systems over the next 10 years.
MDOT, in a review of past performance of ATIS services and contracts, has determined that it needs to maintain more close control of the real-time data being gathered and fused at it's facilities (MITS center). The vision is to provide real-time, reliable traveler information that is responsive to the needs of the traveling public. This could include direct oversight of an ISP or it's own fusion and dissemination programs to "get the information out" to the public.
Should MDOT decide to share it's data and video with the private sector, with the promise of revenue generation or simply through sale of the data, any promised revenue must be present in order for the data flow to continue. However, the performance criteria for an ISP or system operator needs to address more than just the financial factors involved. Agreements for additional infrastructure or enhanced products must be fulfilled else the data flow will cease (and agreements may be written as such). As an example, that none of the promised CCTV cameras, mobile probes and other data augmentation materialized in the recent agreement for MITS operation, leaves MDOT with significantly less than was contracted and a greater responsibility than it had envisioned when entering into the agreement in 1998.
In the end, MDOT posted a Letter of Interest (LOI) seeking qualified firms to operate the MITS Center. A review committee will review the material submitted and determine which firms will receive a Request For Proposals (RFP). A new contract is expected to be in place for operations to begin by December 1, 2001. There are two functions being addressed by this RFP:
The current franchise model will not likely be repeated.
The Traveler Information system along the Gary-Chicago-Milwaukee (GCM) Priority Corridor has been active offering ATIS information for nearly 40 years. The system has 240 loop detector stations on the freeway system that provides data to the Traffic Systems Center. Established in 1960 as a unit of Illinois Department of Transportation, the Traffic Systems Center established links to a printer located at the old traffic services office and printed out travel times for the area freeways.
The "business model," was to only establish a freeway management system, but DOT officials soon realized that the information was valuable to the commuters as well as to their own management personnel. They began offering information to the media and several broadcasters, both radio and TV agreed to participate and connect to the real time data feeds from the DOT.
Chicago is unique in and of itself as whole generations have grown up expecting to hear traffic every 10 minutes, and travel times on all the area freeways. Though the information used to be only travel to and from the Loop (downtown area), now more reports include incidents and delays out into the suburbs as well as events and construction data.
The lynch pin has been Traffic Systems Center, operated by IDOT whose focus is dealing with freeway flow.
Chicago Traffic Information Center operates the Travelinfo.org web site (www.travelinfo.org), and the site is evolving into the Gateway System. This is the processed data that is the public sector's feed to the general public. Some data is limited either by policy or by technology (video capabilities, etc.), however more information will be added. This is and will be the public sector's web page presence. The concept is for a one stop shopping location for traveler information. The GCM DOTs want to continue their media relationships (that receive raw data) and have a separate media server to facilitate delivery to the public. This will allow less system "choking" when user-ship gets high; the original system was designed for traffic management, not information dissemination. The Gateway system is designed as an ATIS system with a CORBA (programming language) based system. A preview of the new GCM gateway web page is at http://www.gcmtravel.com/gateway/gwbroker.
Contractual RelationshipsA "pretty vaguely worded" data sharing agreement is currently in use. The "Statement of Policy on GCM Traffic Information Access Via the Internet" it states:
"Information made available will include traffic data, travel time information and incident data as well as planned road closures as the system is fully developed. The Department will make this information available for the Corridor in graphical and text formats on a number of Internet homepages."
A full copy is available at http://travelinfo.org/GCM/Policy.html.
The only outside payment currently being made to a private sector firm for information, is to Trafficast, which has a contract to develop and provide customization of data for commercial trucking firms. There are no firm plans as to the final product's outcome, but the GCM saw a need and "put some seed money into developing it."
Business Model TypeThe GTIS (Gary Traffic Information System) gathers information from all 17 counties along the Gary - Chicago - Milwaukee corridor. Additional information about incidents, congestion and construction comes from 911 systems and they are always looking for more. This has been an evolutionary process, both adding and anticipating more data being available. The system is evolved by anticipating that anything that is added to a data gathering system, will also be added to the Gateway system and thus a part of ATIS for the GCM corridor.
All agencies are aware of what incidents or messages are being delivered in other parts of the corridor, allowing them to share information, and a "War map," a protected web page that can be seen only by the agencies.
In recent years, IDOT has added a Communications Center that is responsible for the Highway Advisory Radio (HAR) system. Traffic data that is fed from Traffic Systems Center goes through text to speech processing for broadcast through the 12 HAR stations around the region.
The Emergency Traffic Patrol (ETP) under the name the "Minutemen" are valuable source of collecting information while on patrol to assist motorists. The Minutemen patrol about two thirds of the freeways in the area.
There is currently is a 200 mile toll-way system that is not instrumented, but does have I-pass (Electronic Toll Collection). Over the next couple of years, these transponders will be used as probes for the toll-way. This information will also be added to the gateway system.
On the transit side, the Regional Transportation Authority (RTA), which includes Chicago Transit Authority (CTA), PACE and Metra provide information that will be linked to the Illinois Transit Hub, the transit component of the ATIS. This system will link to the Gateway and will show transit schedule info and, if available, real-time transit information. Both CTA and PACE are installing AVL bus monitors, which will turn their buses into mobile probes as well.
Most significantly certain Strategic Regional Arterials, which are highway capacity roadways are under consideration for monitoring. There are about 1300 miles of these roads in the area and monitoring these roadways will allow for better handling of the traffic when choosing between the freeways and alternative routes.
Data FusionSome data is saved for a short period of time, and there have been requests from universities and research organizations to develop an archive system for the Gateway system in the future.
Information DisseminationThe Chicago Traffic Information Center operates the Travelinfo.org web site (www.travelinfo.org) making data available to the general public. This is the processed feed to the general public.
The media or anyone wanting data are able to view the GCM web page output directly from the web site, or the can tie-in directly to media server if they are a "heavy user." This connection is a cost that the private company (broadcaster) must pay for. Connections are through a variety of means such as T-1 or ISDN lines. Some companies, such as Shadow Traffic have these direct connections to the Traffic Systems Center. When the Gateway system comes online, they will need to change their connections to the Gateway system.
IDOT and the GCM are trying to avoid creating "specialty outputs" for users. They have designed a robust system that should provide for anyone who wants a connection. Only live video will remain under the control of the Traffic Systems Center. The media will be able to monitor the video, but will not have the ability to Pan-Tilt-Zoom the images. The DOT will select the images made available to the media and the public in order to control any sensitive material.
The Regional Transportation Authority (RTA) currently operates a toll-free information line answered by live operators. A recently upgraded web site www.rtachicago.org has links for fare and schedule information as well as automated trip planning.
The GCM recently completed a corridor program update. One of the proposed projects approved by the three state Secretaries of Transportation, is to develop a 511 strategy for the GCM Corridor. Discussion centered around the text-to-speech technology currently in use for the HAR system, though the development of a strategy has been approved, but the development of a product has not.
The focus of the GCM is to have the best traffic management system, and at the same time, disseminate information to the traveling public through whatever means available.
In 1994, these four agencies signed an "inter-local agreement" to share resource costs, leverage infrastructure and expertise. In 1995, the group added Emergency Management personnel to the partnership in order to deal with weather events (such as hurricanes and floods) and industrial emergencies (such as plant explosions and chemical vapor leaks). Houston TranStar allows the partners to work together using their own infrastructure and budgets, without having to go back to any one governing body (such as the City Counsel or County Commissioners Court) whenever they want to make a change in systems or add infrastructure.
Contractual RelationshipsHouston TranStar has private relationships with a number of ATIS providers, both for data feeds, as well as "a place on the floor." Affiliates of the ABC, CBS, NBC and FOX networks all have video feeds directly from the operations center. The local TV stations pay telecom providers the cost of fiber-optic transmission of images from the Houston TranStar center to their stations plus a connection fee to Houston TranStar. Having a connection does not give them the capability of controlling PTZ (Pan/Tilt/Zoom). That capability was viewed as a potential conflict with operations on the control room floor. When an incident is viewed on one of the monitors, an operator on the control room floor switches the video, projecting that image on one of four large projection screens. The TV stations receive each of these four feeds, and also have one selectable feed, one that they are able to choose through a remote switcher. But again, they do not have PTZ control of the cameras. According to David Fink, Assistant Agency Manager for TxDOT, Houston TranStar is considering "tightening up" the contracts with the local television stations and other private companies that contract for video or data feeds. The current format allows the stations to provide the video under their own name such as "JamCam" and "TrafficNow," but does not afford Houston TranStar or TxDOT enough credit for their infrastructure. The contractual payments only cover the actual costs for providing the service; Houston TranStar/TxDOT would like to see additional recognition for the information, as this is one of their greatest benefits.
In deference to the TV stations, both Metro Networks and Traffic.com have space on the floor of the operations center. They each have personnel located at a console position in the operations center, and each have the ability to control the cameras from these positions.
Current policy dictates that "almost" any agency or private company may have access to the traffic video, as long as they are able to cover the cost of carrying it from the operations center to their own location. However, only agencies or companies that have a "seat on the floor" are able to control the cameras. Metro Networks and Traffic.com have such positions.
At this point, the camera control policy is strictly verbal, but will be formalized very soon. The policy has grown over the years to allow the Houston TranStar operators and private sector personnel to "get used to working with each other." Essentially, the first person on the floor to find an incident or be notified of one, controls the camera until the incident has ended. There are 16 operators on the floor during a normal rush hour operation. Once the incident is verified, it is switched to one of the projection screens for viewing and for broadcast to the TV stations. If a TxDOT operator finds an incident first, and the police want a closer look or another angle, they must request that the TxDOT operator move the camera. In almost all cases, there is total cooperation between the operators and agencies involved. This same scenario holds true if one of the private operators (Metro Networks or Traffic.com) finds the incident first. There is also an obvious (though not yet written) rule, that if a request comes through from the DOT, police or Emergency Management personnel to move the camera or not project it to the TV stations, these requests are honored immediately.
Managers from the private sector agree that the state of affairs within the Houston TranStar facility is "share and share alike." Although these companies may be competing with one another on the outside, information on the inside is shared equally between the private and public sector staffs.
Both Metro Networks and Traffic.com have their own resources as well as the Houston TranStar systems. Since the television stations find it more economical to bring the video feed in on their own, Metro Networks concentrates on radio and might provide a voice-over for the traffic reports. There has not been a point yet where the TV stations have asked directly for a particular view on a camera, but should such a situation arise, efforts will be made to accommodate them, as long as the request doesn't interfere with operations or other "on the floor" needs.
Contract DetailsSignatories - As a partnership, Houston TranStar cannot contract with anyone directly. Therefore, contracts with media outlets have to this point been signed with TxDOT as the government entity, and since they have the largest investment in the video system infrastructure, with the video connections. Any fees paid as a part of these agreements, is paid to City of Houston. The city holds the trust fund for Houston TranStar. It is from here that all payments for building and system maintenance come. All Houston TranStar funds that are not specific to an individual agency run system are held in a central fund that is a regular part of the city budget. When one of the partners wants to make a change or perform maintenance on their portion of a system that is commonly used by all the Houston TranStar partners, such as TxDOT having contracts for computers on the Houston TranStar system, these contract expenses are reimbursed from the central fund. Maintenance performed by the county, such as fixing air conditioning, electrical utilities, etc., are also paid from the central fund.
Business Model TypePrivate company personnel believe that this model is viable in Houston, and that they are receiving a good value for their investment (fee).
Currently, there are 257 installed CCTV cameras "belonging" to TxDOT, 70 cameras under construction from Harris County and 37 under contract for construction by METRO. TxDOT also contributes information from 894 loop detectors and 170 video/speed detectors.
Houston TranStar also uses 230 toll-tag readers for probe based speed measurement on the freeways.
Additionally, weather sensors measure rainfall, water levels, wind, road icing. There are 145 weather sensors, 118 from Harris County and 27 from TxDOT.
The Houston TranStar system archives some speed and volume data, and a Data Warehouse project is in the planning stage. The Houston-Galveston Area Council (the metropolitan planning organization) has expressed an interest in the data. However the software for the archiving system has just been funded, and the system is not yet up and operating.
There are no plans for "selling" this data, and though Houston TranStar is planning to host a web site to allow free access to the public and other agencies, so far only a few government agencies have expressed an interest in this archived data.
Data FusionAdditionally, TxDOT pays the Texas Transportation Institute (TTI), a research center of Texas A&M University, to maintain the http://traffic.tamu.edu web site. This freeway management site takes information collected at the Traffic Management Center, using both speed maps and video, and displays it on through a link on the Houston TranStar site. Primarily probe data and information that is entered at the consoles is used as the source for information This, along with video feeds and other information such as construction road closures is displayed to the public.
The Emergency Management information, flood sensor data generated by Harris County, is displayed through http://www.hcoem.org. Other information, such as commuter and bus information, itineraries, etc., is displayed through http://www.ridemetro.org.
Figure 1 below, is a graphic depiction of the web links between the Houston TranStar partners:
Figure 1 - Houston TranStar Internet links
Telephone Services - There is no formal telephone response system in place, however the Houston TranStar center does receive calls from the public. The system's operators answer these calls with the help of Metro Traffic Networks personnel on the control room floor. The Texas Transportation Institute is now conducting a 511 feasibility study. The City of Houston has just established 311 as the number to call for information regarding City services.
Kiosks - At one time, there were a number of public place kiosks as a part of the Houston TranStar system. These, however, were deemed too expensive to maintain and were often vandalized. Houston TranStar received a proposal from a private company that was to take their information and place it in multi-function kiosks in grocery and convenience stores, but the company that was to deploy these machines did not return after the initial proposal.
Highway Advisory Radio and Dynamic Message Signs - Houston TranStar will be operating a 12 station Highway Advisory Radio (HAR) system before the end of 2001, and currently operates 88 Dynamic Message Signs (DMS) as well.
As noted previously, Houston TranStar is a partnership of the four transportation authorities; the City of Houston; the Texas Department of Transportation (TxDOT); Harris County; and the Metropolitan Transit authority of Harris County (Metro). John Whaley, 713-881-3000 (jwhaley@houstontranstar.org) is Director of Houston TranStar, and acts as the facilitator between the agencies. There is an executive committee of four people, one from each of the agencies. In fact, there is a three-tiered structure to the Houston TranStar management:
Executive CommitteeThe cost of maintaining cameras and loops is an extraordinarily large sum, however Houston TranStar and its partner agencies would be incurring these charges regardless of whether there are private customers for their freeway and traffic management systems. The costs for services beyond normal daily business, such as extra distribution amps (DA's), racks, video ports, etc. come to approximately $25,000 for the first year. If the maintenance costs of these items went up or down, then the charges to the private sector may change to reflect these costs.
Contract rates may be changing soon anyway, as the camera network expands and technology changes. Changing to digital video, for example, will require upgrades to the systems and such upgrades may be reflected in the fees that are paid for access to these services.
Houston TranStar adopted the ITS America Privacy Principals and has other policies in place that have initiated reprimands to certain agencies for, as an example, using inappropriate video feeds or direction.
As noted above, there is no current TranStar Interactive Voice Response (IVR) or automated (511-type) service, although METRO does have an IVR system to assist customer service inquiries. Houston TranStar is currently negotiating a service of this type. Also TxDOT operates a statewide toll-free number, 800-452-9292, that provides construction and detour information. The partners are currently looking into providing access from 511 through this toll-free number backbone. The initial thoughts are for this to be a statewide system using the existing information structure, and perhaps expanding to provide more traffic information at a later date.
Additional thoughts are to use text-to-speech to take the current data from the Houston TranStar database and convert it to speech for the 12 HAR sites that are being installed around the state. Perhaps at a later date, this may also be used to provide information to an expanded IVR service.
AZTech develops customized contractual agreements with its partners, as each partner brings something of their own to the table. Sometimes if additional services are required (such as data connections or fusion), the partner pays for some portion of the process, such as the collection or fusion of data.
There are fiber connections to all of the public agencies and all 8 traffic management agencies. AZTech will allow a private company a unique "socket" to push and pull (contribute and extract) information from the system, using the Internet as a portal to their systems. The main focus is always on maintaining the network.
Business Model TypeAdditionally, AZTech has installed Automatic Vehicle Location (AVL) devices on 96 buses to track them as they travel their routes. These buses have the ability to provide real-time schedule information to bus passengers.
Data FusionThe AZTech servers are networked together as is the ADOT 888-411-ROAD telephone system. The database keeps the telephone system updated and information organized by region, city and then to a smaller area (such as a highway or highway segment).
Information DisseminationThe ADOT web site shows information on Freeway conditions, road closures and restrictions as well as images from ADOT's traffic monitoring cameras along the freeways.
The 888-411-ROAD is run managed by ADOT as well. A recent upgrade took the system from 8 to 24 phone lines and contains information across the state. The system uses text-to-speech from the main database to keep the systems in synch. This also allows for a quicker flow of information through the system (entered once and available immediately on the IVR system). However it sometimes takes a few minutes to "drill down" the statewide menu. ADOT is investigating using speech recognition in a future upgrade to eliminate this issue.
ADOT video (viewable on the web site) is available in real time to broadcasters. On completion of an agreement with ADOT, broadcasters may connect to the ADOT video distribution system. There are contracts with all 5 major broadcasters to maintain their own connections to their own port on the switch allowing them to pick from the 60+ video cameras on the system. Through their agreements, ADOT has the capability and right to override or blackout certain images if they believe them to be of a sensitive nature.
ETAK/Metro maintains a connection to the system, and AZTech has selected TANN (Travel Advisory News Network) and Traffic.com as new AZTech partners for data dissemination during phase 3 of the deployment. There are a total of 10 private partners taking AZTech data, adding their own value and distributing to the public.
Other dissemination platforms include:There is also a cable TV program offering traffic video and data through TeleAtlas (formerly Etak). TeleAtlas has agreements with the city of Tempe and Glendale (and two more in negotiations), wherein the "TrafficCheck" program runs on local public access channels.
Transit information is provided through kiosks at transit centers provide information on bus routes, schedules and traffic conditions.
ADOT is aware of and actively watching the development of the 511 dialing code for ATIS. Their current 888-411-ROAD number could be converted to 511 statewide. For now, ADOT is managing and funding the existing line, and will have to assess what extra costs might be encountered should they change to 511.
Also, the system currently uses a drill down menu and text-to-speech output, and ADOT is interested in exploring voice recognition in order to circumvent the drill-down options, making for a safer and easier system which will, undoubtedly, have higher calls volumes than are experienced now.
The telephone service was unique in itself, as there was a single 7-digit number, 817-1717, available in all four area codes (at the time) in the Bay Area. Through area code splits and overlays, this has ceased to be the case. Now only callers from six area codes in the Bay Area (415, 650, 408, 510, 925, 707) are able to dial 817-1717 directly. Callers from outside the Bay Area must first dial any one of the six area codes and then dial 817-1717. Also, due in part to the recent splits and overlays, though the TravInfo® service is free, Local Toll charges may apply depending on the origination of the call. [7]
For a variety of reasons, the project did not work as planned. The data being provided to the private sector was not at the level expected, and the market share was not yet built up enough to sell a new line of service. Further information on the TravInfo® project is available at http://www.travinfo.org.
In 1998, MTC issued a new Request For Proposals (RFP) to operate and maintain the TravInfo® service. The new project is designed to provide data directly to the public through the telephone system, and a Web site. Though the contract still allows that raw data will be provided to the private sector, the MTC has the right and ability to engage in other dissemination platforms if they believe that the private sector is not doing enough to "get the information out." This may include setting up products in competition with the private sector.
Contractual RelationshipsCurrently, any entity (as a registered participant) may have access to TravInfo® data in digitized form through a Landline Data Server (LDS) - Telnet connection. Any interested firms and local public agencies can access this information free of charge and reformat or re-use the information for their own products and services. The only requirement is that they sign a usage agreement with PB Farradyne. The agreement provides that usage figures for their dissemination medium are reported to MTC, and requires that they not degrade the data in any way, though they may enhance it.
There are two types of agreement available to participants and disseminators; a Disseminator's Agreement, and an agreement created for use of the CCTV systems for information. A copy of the Data Disseminator's Agreement is available as Attachment A - DATA DISSEMINATOR AGREEMENT. All agreements are with CalTrans and the California Highway Patrol (CHP).
Business Model TypeCalTrans is currently working on a statewide traveler information policy that would address issues such as these data and revenue issues.
PB Farradyne will be adding their own data collection system using electronic monitoring through toll-tags or floating car data from US Wireless.
CalTrans is also adding new cameras, as well as non-intrusive sensors (RTMS) as a part of their Traffic Management system. These images will also be available to TravInfo®, however TravInfo® operators will have no control over them.
Data FusionThe system will interface to CalTrans data gathering systems or any sensors that are deployed as a part of the TravInfo® project. Data is brought into the data fusion server using standardized protocols. Once the sources are brought together they are duplicated to data dissemination server, from which disseminators retrieve data through a publish and subscribe system.
Information DisseminationTravInfo® IVR telephone service usage is over 60,000 calls per month. Between 50% and 60% of callers cross-connect (call transfer) to any one of the partner transit or public transportation agencies. Callers from the six area codes in the Bay Area (415, 650, 408, 510, 925, 707) are able to access the service via landline phone at 817-1717. AT&T Wireless (formerly CellularOne) wireless users, can dial #817 from their wireless telephone. No other wireless carriers offer abbreviated access at this time.
The current IVR menu covers most of the interstate highways, a number of state highways and expressways, and some major thoroughfares. Overall, 44 selected roads in five separate regions are covered Additionally, there is coverage of the Bay Area bridge crossings and information from approximately 59 transit or public transportation agencies. From the top level, a user is given the choice of accessing transit, traffic, car/vanpool, construction, parking and alternative transportation information, or questions and comments. The web page, http://travinfo.org/about_817.htm shows a breakdown of the current menu structures. As the new system is implemented, an automated voice system will "read" directly from the new Framework database. Users will hear their information either in concatenated sentences or text-to-speech (depending on the specific incidents reported).
There is no "official" TravInfo® web page for traveler information at this time, though one is required in the new contract. For online access to ATIS information, users may start at http://travinfo.org/online_traffic_reports.htm and select a partner link from the list shown.
Direct dissemination from TravInfo® to private entities is through a Telnet feed containing speed data on freeway links, incident data from California Highway Patrol (CHP) and other sources. This is a continual feed updated as conditions change. If a radio station wanted to use this data, they could. However an interface to the database would need to be written as this output is tabular with sensor numbers and results only.
The final output of the new TravInfo® system will be a user-friendly Web page, as well as an update to the TravInfo® telephone system. There will also be an enhanced data feed to private sector companies, utilizing the standards mentioned earlier. One goal of the MTC is to use the 511 dialing code as the number for TravInfo's® IVR service, thus eliminating the difficulties encountered during the recent area code splits and overlays.
The timetable for having new data fusion and data collection systems on line, as well as implementing a 511 dialing code for the TravInfo® IVR system, has all systems operating by Spring 2002. A number of the changes are running in parallel, and one goal is to have a big marketing splash showing the enhanced systems and new 511 code and web site all at once.
In addition to the Web and IVR updates, there are also plans for kiosks in public places, as well as a desire to work with local TV stations and other media. There is also the possibility of access to TravInfo® through web enabled telephones and PDA applications. PB Farradyne is responsible for investigating these new platforms. A system will be created for sharing CCTV video from TravInfo® systems, the details of this system have not yet been worked out.
Additionally, some of TravInfo's® many partners offer TravInfo's® traffic information online including:
TravInfo® began as a $9.1 million, two-year federal demonstration project. TravInfo® was never designed to generate revenue or be self-sustaining.
The new TravInfo® contract is a $38 million six-year agreement between MTC and PB Farradyne. Up to $25 million in federal and local transportation funds will be allocated by MTC for the first four years of the new contract. The contract calls for providing or upgrading systems and services to gather, fuse, disseminate and market real-time traveler information on major roadways and public transportation in the nine-county Bay Area. Again, TravInfo® is not designed for revenue generation, though there are provisions for revenue sharing, depending on the outcome of the business planning effort that will get underway after the enhanced services are complete and operating.
Information will be accessible via a new TravInfo® Web site (as opposed to linking to other partner's sites), a toll-free telephone number and other dissemination methods, such as kiosks at key locations, cell phones and hand-held computers. Additionally, it is expected that in the first two years of the contract, the 817-1717 number will be converted to the newly approved 511 dialing code.
The major goal is to increase the system's usefulness and therefore increase the number of users. The goal is to have more than 10 million annual users by 2004.
Registered Data Disseminator will receive notices on TIC operational status, including system maintenance schedules.
In no event shall PBF, MTC, Caltrans, and CHP or their suppliers be liable for any damages, claim, or loss incurred by Registered Data Disseminator, (including, without limitation, compensatory, incidental, indirect, special, consequential, or exemplary damages, lost profits, lost sales or business, expenditures, investments, or commitments in connection with any business, or loss of any goodwill) resulting from loss of Provided Data or inability to use Provided Data irrespective of whether MTC, PBF, and its suppliers have been informed of, knew of, or should have known of the likelihood of such damages, claim, or loss. This limitation applies to all causes of action in the aggregate, including, without limitation, breach of contract, breach of warranty, negligence, strict liability, misrepresentation, and other torts.
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For PBF By____________________________ Lawrence F. Yermack Vice President |
For the Registered Data Disseminator: By_______________________________ Name: __________________________ Phone: __________________________ Fax: __________________________ Email: __________________________
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Attachment A
Insert text regarding Registered Data Disseminator's TravInfo®-related product(s), service(s) and methods for calculating and providing usage statistics here. Describe the product(s), service(s)and methods for calculating and providing usage statistics as specifically as possible.
Attachment B
Insert text describing the specific type of usage information and the reporting format for monthly usage statistics.
An IVR telephone service provides traffic information; road condition reports; construction info and mountain pass information. In the greater Seattle area, the local number is 206-DOT-HIWY (206-368-4499). A toll-free number, 800-695-ROAD (800-695-7623) is available for users outside of the local Seattle calling area. All systems for fusing and disseminating information are based at the Seattle Traffic Management Center. The individual regions post reports on the system. Each region has a "slot" in which to record information pertinent to their area. They are to update their information periodically or as necessary. Since the DOT regions may not be clear to some end users, the information for dissemination is broken down by county and by roadway.
There are individual web sites operated by the each region as well as other public agencies providing traveler information in Seattle and Washington State. Two of these sites might be considered "gateways."
At this point, most Internet users access their information through the WSDOT site. The agencies involved are looking to create a single "home" site that can be marketed as a portal to all of the available traveler information. The site will likely be based on the current "rWeather" web site ( http://www.wsdot.wa.gov/rWeather), which will be marketed more aggressively to the public. There was a marketing component to the Smart Trek program, but the DOT site is not marketed a great deal at this time, receiving most of its marketing through word of mouth and "best of the web" features in the local and national press. Current plans are to drop the Smart Trek site once a new portal site is on line, with King County Metro Transit taking over the transit applications currently offered through Smart Trek.
Contractual RelationshipsLocal television stations are able to view and use the information as well, and they are also able to re-broadcast video and web maps directly for no fee. With regard to video, broadcasters are asked to sign a "Letter of Understanding," allowing them direct access to any of the DOT cameras. They do not, however, have control of the cameras, and must pay for their own infrastructure (microwave, video switch) to connect to the DOT feed. A sample of this agreement is available as Attachment A - KING TV.
The agreement states that the DOT offers no warranty on the availability of the video or data, and either party may cancel the agreement with 30 days notice. WSDOT has recently added the capability to blank a video image in the event that sensitive images are being observed and they do not wish to have them broadcast.
There is also a "Terms of Use" agreement with regard to "framing" the web site within the structure of another site, such as a local newspaper or other information site. A sample of this agreement is available as Attachment B - Terms of Use for Puget Sound Traffic Internet Site.
As this system is, in fact, combination of multiple systems, there are some individual agreements between some agencies, to provide data and video reciprocally. This is a fairly "loose" arrangement, and in some cases, such as with the cities of Bellevue and Seattle, the cost of providing the feeds to each other might be shared between the two agencies. A sample of the agreement between the city of Bellevue and WSDOT is available as Attachment C - City of Bellevue and WSDOT Agreement. Future connections might provide opportunities to cost share with other projects and agencies.
Business Model TypeMost of the regions use loop detectors for speed and lane occupancy measurement. The regions that have major urban areas also have some form of urban detector system, though it may not be large. The mountain pass area is monitored mostly by human observation. Most of the information is collected as effort by WSDOT or the individual regions to operate and monitor roadways.
Road/Weather conditions are monitored through 400+ weather stations around the state with 40 of these along the various highways. These provide predictive road surface temperatures, allowing the DOT and the regions to create a "plan of attack" when the conditions change.
There is a scanner in the TMC that allows operators to listen to pilots and traffic reporters exchanging information between their operations centers and client radio stations. There had been a relationship with one particular reporter in the past, however that relationship ended as the reporter's "suggestions" turned self-serving.
The second phase of a research project using Automatic Vehicle Location (AVL) equipped buses as probe vehicles, will be starting soon. Information from 1200 buses in the Seattle area will be monitored to provide arterial traffic speeds.
Data FusionThe format of the information pre-dates any ITS standards, and as such, is mostly free-form text as entered into the database. One project, CARS (Condition Reporting and Acquisition System), uses the Traffic Management Data Dictionary (TMDD), but no other standards are being implemented. WSDOT is using NTCIP standards where they are able, and will use standards where new systems are being launched. But since the current connections and databases used by the regions are in synch, the feeling at the moment is that there is no real need to update the systems to new standards, though the new standards may be used when these systems are updated.
The automated (loop data) is archived in several forms. All loop data is burned onto a set of CDs every 6 months. Anyone who wishes can send for and receive the CDs. Anyone who wishes can also go to the WSDOT web site and view a year's worth of traffic congestion maps moving forward or backward in 10-minute increments. The Washington State Transportation Center (TRAC) has Puget Sound freeway performance data (e.g., what time of day does congestion occur and how long does it last?) available on their web site http://depts.washington.edu/trac/reports/reports.html.
The recording of messages for the IVR system is also in free form. The regions are responsible for updating their own messages, whether they do so or not is up to them. WSDOT contracts with a small telephone phone service provider for 8 to 10 lines into the recording system. The Seattle operators record directly into the system, and the region's operators record by calling in through one of the available lines. Only the Seattle area operations staff updates the messages daily. Most of the reports that are recorded from other regions are construction reports that are updated weekly. The mountain pass reports, which are available between October and April, are updated at least every 4 hours during those times.
Information DisseminationAt one time, as an aging "Mountain Pass Information" telephone system was in need of replacement, the state legislature decided that the state DOT should attempt some form of cost recovery for replacement and continued operation. There was a "900" number charging 35¢ per call, during which time the system received approximately 300,000 per season (October - April). Though the service was used, call volume was not as anticipated, and users or potential users began to "dial-around" the DOT number, instead calling directly to the state police. The legislature realized that cost recovery was not likely, and removed the requirement from the DOT, paving the way for a (fully funded) local/toll-free number combination instead. With this, the call volume increased to 1 million per "winter" season (4000+/- per day mountain pass and 4000 +/- per day for traveler information). These numbers remain fairly constant, though this depends on weather conditions or if there is a major incident that receives broadcast attention, thus causing call volumes to increase.
As noted previously, the "official" Washington State DOT site, http://www.wsdot.wa.gov provides some information, and links to other sites maintained by the various regions, as well as a site that provides schedule and fare information on the ferries. The Smart Trek web site, http://www.smarttrek.org, provides a portal to these various DOT and Transit sites including the Vessel Watch project. The Vessel Watch project that provides ferry location information to people over the Internet also provides ferry management with information about which vessels are on which runs, which captain and crew are on the ship and on-time performance.
At one time, kiosks were deployed in the area, but they were not accepted as well as expected. There is currently a new kiosk in downtown Seattle using the Fisher Broadcasting (TV) network. The kiosk offers traffic and transit information but is not directly connected to WSDOT. Instead, the machine contains a web browser that points to the WSDOT web site for traffic and to the Smart Trek site for transit information.
There is an application for the PalmVII Personal Digital Assistant that sends users to a Palm version of the DOT web site; and SprintPCS phones have an application that retrieves transit arrival times from MyBus. MyBus is one of the transit applications (transit arrival times) that is available on the Internet.
Pete Briglia - ITS program manager for Washington State DOT, works in the ITS office. The ITS office is a part of the Headquarters organization, but the people actually responsible for ATIS information are the regions.
ISPs that operate in the regionSome, such as KING-TV, provide links to other ISPs for additional feature products. Strategy.com is one such link, and offers traffic alerts via e-mail, pager and web enabled phones. Others, such as KOMO or KCPQ, simply provide links directly to the various region's traffic maps and cameras.
ISPs that have access to data Most any ISP can access WSDOT information through the Internet. In order to access a direct data or video feed, the ISP needs only sign a data use agreement.WSDOT is anxious to implement the 511 dialing code for their traffic telephone system. They are currently working on a cellular phone voice-response (voice recognition) system. The 511 would, therefore, be available to cellular users far before it becomes available for landline users. The funding required to implement this program would require backing with federal dollars. It is hoped that the $100,000 USDOT offering to convert to 511 will aid in this matter.
WSDOT is also interested in a solution being investigated by Qwest Communications; Qwest is looking at a 14 state solution for 511 where they will provide service in "bulk" to those who wish to implement an ATIS service. But the current feeling at WSDOT is that this might take longer than it would take to implement the wireless solution they are exploring at this time. Safety concerns of a user having to "drill down" a menu, while using a wireless phone, is one reason that WSDOT is looking at a voice response/recognition system. That this solution corresponds to the approval of 511 is an extra benefit.
The following constitutes a letter of understanding between the Washington State Department of Transportation (WSDOT) and KING Broadcasting Company, dba (KING).
BACKGROUND
WSDOT, as part of its Traffic Systems Management Program, monitors freeway conditions in and around the Seattle metropolitan area. Two methods of monitoring traffic conditions are used. The first method utilizes a closed circuit television (CCTV) system in which the video is transmitted to a central location. The second method utilizes electronic loop detectors placed in the roadway pavement. The traffic information from the loop detectors is transmitted to a central computer that converts the information into a color-coded map.
KING would like to present this information to the general public as part of its programs. Presentation of this information is consistent with WSDOT's policy of providing public information.
AGREEMENT
KING is hereby authorized the non-exclusive right to access WSDOT's traffic monitoring information under the terms and conditions stated herein.
WSDOT will continue to monitor traffic in a manner consistent with the needs of the Traffic Systems Management Program. KING agrees to monitor and use WSDOT-provided information in a manner, as directed by WSDOT, that does not impact any of WSDOT's operations or use in any way.
Public broadcasts of video from WSDOT's CCTV system shall indicate that the video is provided by WSDOT.
KING shall supply all required equipment, as reasonably determined by WSDOT, needed to tap into WSDOT's systems at the demarcation point stated herein, and to transmit this information back to KING's building. KING will retain ownership of this equipment and therefore, all costs and responsibility for purchasing, installing, and maintaining this equipment shall be KING's responsibility.
Any damage to WSDOT equipment and/or facilities resulting from KING's operations shall be repaired at no cost to WSDOT. WSDOT will be responsible for determining how the damage is to be repaired and who will make the repairs. KING agrees to reimburse WSDOT its reasonable costs and expenses incurred within thirty (30) days of the date of WSDOT's invoice.
Should any of KING's transmitting equipment impact WSDOT's operation in any way, KING shall immediately remedy the situation in a manner satisfactory to WSDOT. KING shall be responsible for all licensing requirements. Failure to remedy transmitting equipment impacts or comply with licensing requirements shall, at WSDOT option, result in the immediate termination of the agreement.
This agreement is solely between WSDOT and KING. The following companies are divisions of KING and are covered under this agreement:
Should another business or person wish to receive WSDOT's traffic information through KING, that party must enter into a separate agreement with WSDOT.
KING will access WSDOT's video signal at a demarcation point in the basement of WSDOT's Roanoke building located at: 811 East Roanoke Street, Seattle, WA 98102-3915. The demarcation point will be a standard BNC connector terminating the WSDOT equipment. WSDOT will define the demarcation location. WSDOT may move the demarcation point at WSDOT discretion. WSDOT is responsible for the video signal between its equipment and the demarcation point. The signal between the demarcation point and KING's building is the responsibility of KING. All access to the building by KING will require prior notification and arrangement with WSDOT's Northwest Region Freeway Operations Engineer, at phone number (206) 440-4463.
Should any conflict arise between the activities covered under this agreement and existing or future federal or state policies, rules or regulations, this agreement will be discontinued on fourteen (14) days written notice at the discretion of WSDOT.
KING acknowledges that WSDOT is currently researching potential leasing and fee requirements regarding KING's use of WSDOT facilities for their equipment which may result in the termination of this agreement with thirty (30) days written notice from WSDOT. Should such a termination result, a new agreement may be drafted with the approval of both parties that may result in additional expenses to KING.
KING agrees to indemnify and hold WSDOT harmless against any claims or actions by third parties from misconstrued or inaccurate information disseminated by KING. Further, KING will protect, save, hold harmless and defend the WSDOT, its authorized agents and employees, from all claims, actions, costs, damages, or expenses of any nature whatsoever (including reasonable attorney fees and costs) by reason of the acts or omissions of KING, its agents, service providers, contractors, licensees, invitees, or employees arising out of or in connection with any acts or activities authorized by this letter of understanding. This obligation shall not include such claims, costs, damages, or expenses which may be caused by WSDOT or its authorized agents or employees; PROVIDED, that if the claims or damages are caused by or result from the concurrent negligence or other acts or omissions of (a) the WSDOT, its agents or employees and (b) KING, its agents, service providers, or employees, this indemnity provision shall be valid and enforceable only to the extent of the negligence of KING or KING's agents or employees.
WSDOT shall not be held liable if any or all of WSDOT's system is not operational.
If for any reason any of the terms of this agreement are violated by either WSDOT or KING, the innocent party may terminate, with thirty (30) days written notice to the defaulting party.
This agreement shall commence on the date of signing and continue without interruption for five (5) consecutive years. However, either WSDOT or KING may terminate without penalty this agreement at any time during the five year period upon 30 days written notice.
If you are in agreement with the terms and conditions set forth in this letter, please sign in the space provided below and return the original to this office.
Signature below signifies agreement with the above listed terms and conditions.
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King Broadcasting Company Name ____________________________ Title President & G.M. of KING-TV Date ____________________________ |
WSDOT Representative Dave Berg, P.E. Title Traffic Operations Engineer Date ____________________________ |
Please read these terms carefully before using this site. By using this site, you agree to these terms of use. If you do not agree to these terms of use, please do not use this site.
WSDOT provides this website as a public service. This website is used to provide many types of information and to provide access to other traffic related information. All information on this web site is provided "as is" without warranty of any kind.
In the event of any permitted redistribution or publication of copyrighted material, no changes in or deletion of author attribution, trademark legend or copyright notice shall be made. You acknowledge that you do not acquire any ownership rights by downloading copyrighted material.
Because weather, road and traffic conditions change rapidly, drivers are in the best position to perceive such conditions and adjust their driving accordingly. Those relying on information presented on this site do so at their own risk, and neither the State of Washington, WSDOT nor any of their employees or agents shall be liable for either the accuracy of this information nor any actions taken based on the information.
All information on this web site is provided "as is" without warranty of any kind, either express or implied, including, but not limited to, the implied warranties of merchantability, fitness for a particular purpose, or non-infringement. WSDOT assumes no responsibility for errors or omissions in the information or software or other documents which are referenced by or linked to this web site. Under no circumstances, including, but not limited to, negligence, shall WSDOT or any contributor to this web site be liable for any direct, indirect, incidental, special or consequential damages that result from the use of, or the inability to use this web site or its content.
We welcome feedback on the website at nwflow@wsdot.wa.gov, but provide no guarantee that feedback will result in site changes. If you are dissatisfied in any way with any of these terms of use, your sole and exclusive remedy is to discontinue use of this site.
Terms of use last updated on 3/15/2000
The following constitutes a letter of understanding between the Washington State Department of Transportation (WSDOT) and the City of Bellevue (City)
BACKGROUND
WSDOT, as part of its Traffic Systems Management Program, monitors freeway traffic conditions in the greater Seattle metropolitan area. One method of monitoring conditions utilizes a closed circuit television (CCTV) system in which the video is transmitted to a central location.
The City, as part of its traffic and signal operations system, monitors arterial traffic conditions in the Bellevue metropolitan area. One method of monitoring conditions utilizes a CCTV system in which the video is transmitted to a central location.
WSDOT presents this CCTV information to the general public as part of its programs. These include allowing local media and other public agency access to real-time video images and display of continuously updated snapshots of video images via the Internet. Presentation of this information is consistent with WSDOT's policy of providing public information. The City does not currently present this information to the public, nor does it have the means to.
AGREEMENT
The City is hereby authorized the non-exclusive right to access WSDOT's video surveillance system under the terms and conditions stated herein. WSDOT is similarly authorized the non-exclusive right to access the City's video surveillance system under the conditions stated herein.
WSDOT will continue to monitor traffic in a manner consistent with the needs of its Traffic Systems Management Program. The City agrees to monitor and use WSDOT-provided information in a manner, as directed by WSDOT, that does not impact any of WSDOT's operations or use in any way.
The City will continue to monitor traffic in a manner consistent with the needs of its traffic and signal operations system. WSDOT agrees to monitor and use City-provided information in a manner, as directed by the City, that does not impact any of the City's operations or use in any way.
WSDOT will create and provide continuously updated snapshots of the City's video images for display on the Internet. These will be accessible via a symbolic map showing approximate camera location, shall include location information with each snapshot image, and shall credit the City as the source of the images. This will be done in a form consistent with WSDOT's existing video snapshot display on the Internet and shall be acceptable to both the City and WSDOT.
The City shall supply all required equipment, as reasonably determined by WSDOT, needed to tap into WSDOT's systems at the demarcation point stated herein, and to transmit this information back to the City's building. The City will retain ownership of this equipment and therefore, all costs and responsibility for purchasing, installing, and maintaining this equipment shall be the City's responsibility.
WSDOT shall supply all required equipment, as reasonably determined by the City, needed to tap into City's systems at the demarcation point stated herein, and to transmit this information back to WSDOT's building. WSDOT will retain ownership of this equipment and therefore, all costs and responsibility for purchasing, installing, and maintaining this equipment shall be WSDOT's responsibility.
The City will access WSDOT's video signal at a demarcation point in Levett Building in Bellevue. The demarcation point is defined as the output of WSDOT's video receiver. The City will maintain and repair as necessary the fiber optic cable installed between WSDOT right-of-way and the Levett Building.
WSDOT will access the City's video signal at a demarcation point in Levett Building in Bellevue. The demarcation point is defined as the output of the City's video receivers.
Any damage to WSDOT equipment and/or facilities resulting from the City's operations shall be repaired at no cost to WSDOT. WSDOT will be responsible for determining how the damage is to be repaired and who will make the repairs. The City agrees to reimburse WSDOT its reasonable costs and expenses incurred within thirty (30) days of the date of WSDOT's invoice.
Any damage to City equipment and/or facilities resulting from WSDOT's operations shall be repaired at no cost to the City. The City will be responsible for determining how the damage is to be repaired and who will make the repairs. WSDOT agrees to reimburse the City its reasonable costs and expenses incurred within thirty (30) days of the date of the City's invoice.
Should any of the City's transmitting equipment impact WSDOT's operation in any way, the City shall immediately remedy the situation in a manner satisfactory to WSDOT. Similarly, should any of WSDOT's transmitting equipment impact the City's operation in any way, WSDOT shall immediately remedy the situation in a manner satisfactory to the City.
This agreement is solely between WSDOT and the City. Should another city or other jurisdiction wish to receive (a) WSDOT's traffic surveillance video through the City, or (b) the City's traffic surveillance video through WSDOT, the party must enter into a separate agreement with the video source owner.
WSDOT has existing agreements with the following television stations, local agencies, and companies for transmission and use of its real-time video images:
These agreements allow each party non-exclusive use of the video images and, in the case that the images are to be transmitted to the public via broadcast, cable television, or the Internet, state that credit shall be given to WSDOT for providing them.
WSDOT will block access to the City's video images from all parties that currently have access to WSDOT's video, and to any future party requesting such. Access will be permitted only after a written request from the City for each party wanting use of the City's video images. It shall be the City's responsibility to enter into agreements with said parties for use of the City's video images.
WSDOT's video distribution system allows the ability to provide access to parties on a case by case basis. WSDOT will label each City video image with location identification information. WSDOT's system does not currently have the ability to include any information crediting the City as the source owner of the video through a real-time connection, such as the connections used by companies and agencies described above.
The City agrees to indemnify and hold WSDOT harmless against any claims or actions by third parties from misconstrued or inaccurate information disseminated by the City. Further, the City will protect, save, hold harmless, and defend WSDOT, its authorized agents and employees, from all claims, actions, costs, damages, or expenses of any nature whatsoever (including reasonable attorney fees and costs) by reason of the acts or omissions of the City, it agents, service providers, contractors, licensees, invitees, or employees arising out of or in connection with any acts or activities authorized by this letter of understanding. This obligation shall not include such claims, costs, damages, or expenses which may be caused by WSDOT or its authorized agents or employees; PROVIDED, that if the claims or damages are caused by or result from the concurrent negligence or other acts or omissions of (a) WSDOT, its agents or employees and (b) the City, its agents, service providers, or employees, this indemnity provision shall be valid and enforceable only to the extent of the negligence of the City or the City's agents or employees.
The WSDOT agrees to indemnify and hold the City harmless against any claims or actions by third parties from misconstrued or inaccurate information disseminated by the WSDOT. Further, the WSDOT will protect, save, hold harmless, and defend the City, its authorized agents and employees, from all claims, actions, costs, damages, or expenses of any nature whatsoever (including reasonable attorney fees and costs) by reason of the acts or omissions of WSDOT, it agents, service providers, contractors, licensees, invitees, or employees arising out of or in connection with any acts or activities authorized by this letter of understanding. This obligation shall not include such claims, costs, damages, or expenses which may be caused by the City or its authorized agents or employees; PROVIDED, that if the claims or damages are caused by or result from the concurrent negligence or other acts or omissions of (a) the City, its agents or employees and (b) WSDOT, its agents, service providers, or employees, this indemnity provision shall be valid and enforceable only to the extent of the negligence of WSDOT or WSDOT's agents or employees.
WSDOT shall not be held liable if any or all of WSDOT's system is not operational, nor shall the City be held liable if and or all of the City's system is not operational.
Should any conflict arise between the activities covered under this agreement and existing or future federal, state, or city policies, rules, or regulations, the agreement will be discontinued on fourteen (14) days written notice at the discretion of the party affected by the conflict.
If for any reason any of the terms of this agreement are violated by either WSDOT or the City, the innocent party may terminate with thirty (30) days written notice to the defaulting party.
This agreement shall commence on the date of signing and continue without interruption for five (5) consecutive years. However, either WSDOT or the City may terminate, without penalty, this agreement at any time during the five year period upon thirty (30) days written notice.
If you are in agreement with the terms and conditions set forth in this letter, please sign in the space provided below and return the original to this office.
Signature below signifies agreement with the above listed terms and conditions.
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City of Bellevue Name _____________________________ Title ______________________________ Date _____________________________ |
WSDOT Representative Name _____________________________ Title ______________________________ Date _____________________________ |
The SunGuide Traveler Information Service was conceived to provide people with the right information at the right time to improve the quality and convenience of their trip and the overall performance of the transportation system. Florida DOT District 6 manages the ATIS project for Florida in the three counties, including administrative duties, invoicing and meeting notifications. A Project Steering Committee made up of the public and private partners involved in gathering and disseminating data leads the project. All other functions and decisions are cleared by the Steering Committee, too.
For ATIS information, a separate web site and Interactive Voice Response (IVR) telephone system are available to the users. The web site comes under the brand name of SmartRoute Systems' SmarTraveler® service. The SmarTraveler® IVR service is available to users in all three geographic areas through the use of both a local and toll-free number combination. Users in the local dialing area of Miami dial 305-914-3838[8], while users from Broward or Palm Beach counties dial 866-914-3838. The last 7-digits of each number are the same for ease of memory.
Contractual RelationshipsThe ATIS component of the SunGuide program is a five (5) year $3.9 million contract, with funding from both FHWA and FDOT. Payments are made over the first three (3) years of the agreement, with revenue sharing proposed to cover continued operation for years 4 through 5. The revenue sharing component includes 10% of the gross revenue from sales of products or advertising of the SmarTraveler® service (or other services provided by SmartRoute) to be paid to FDOT. Once the revenue reaches over $800,000 (cumulative over five years) the percentage returned to the project increases.
Business Model TypePhase A also involved the creation of the SunGuide Central System Software to control all SunGuide I-95 ICS field equipment, plus two field communication hubs. Also, a 17-1/2 mile long fiber optic truck along I-95 was deployed, carrying data and video to the two field communication hubs. From there information is delivered to the SunGuide Interim Operations Center (IOC) over two leased T-3 lines.
Phase B will add 8 additional freeway DMSs, 8 arterial DMSs, 53 detector stations, 27 Trailblazers (another form of message signs that will offer alternate routing), and 22 ramp signal sites. Phase B is scheduled to begin installation of the infrastructure in June 2002.
Phase C will include the construction of a new SunGuide Transportation Management Center. Phase C will begin in January 2002.
Additional FDOT data gathering takes place through 27 SunGuide Road Rangers motorist aid vehicles. Out of these 27 motorist aid vehicles, 23 are small tow trucks that have service capabilities to assist motorists in changing tires, adding fluids, and other minor repairs. The Service Patrols are in radio contact with the SunGuide Interim Operations Center (IOC)[9] regarding incidents and delays on their covered roads.
From their operations center, SmartRoute's operators communicate by radio with Florida DOT IOC personnel. SmartRoute is working to install a connection allowing them to receive snapshots of the road conditions from FDOT video cameras, as well as a data link to the DOT systems for travel times and incident data.
Prior to the start of this contract, FDOT personnel would often call Metro Networks or Shadow Traffic offices to inform them of incidents or unusual delays on the highways. Since the contract began, FDOT is only calling Smart Route's operators in order to have the information placed in the database of the SmarTraveler® system. However, since Westwood One, who also owns Metro Networks and Shadow Broadcasting, now owns SmartRoute, each have some access to the information. Reciprocally, SmartRoute has access to live video from the Metro Networks helicopter during morning and afternoon rush hours.
Thanks to their common owner, SmartRoute personnel also receive information from Metro Networks personnel to supplement their own newly developing data gathering network. By contract, SmartRoute will be installing an additional 10 video cameras and will build a Mobile Probe network of system users and other mobile resources.
Data FusionA bi-lingual IVR system responds to callers in both English and Spanish at 305-914-3838 for local callers to Miami, and 866-914-3838 for toll or long-distance callers to Miami. Though users may be calling from as far away as Palm Beach, the system is wholly maintained in Miami, nearly 70 miles away.
There are also one or two agreements with small area newspapers that carry links to the SmarTraveler® traffic information on their web pages.
Due in part to the recent dissent of the wireless carriers, and their re-petitioning of the FCC with regard to the 511 dialing code, there are currently no carriers that offer access to the Florida SmarTraveler® system through any abbreviated access.
With the structure of the current contractual agreement with SmartRoute Systems, SmartRoute is a "partner" in the program as well.
ISPs that operate in the regionThe contract in Southeast Florida is fairly recent, so lessons learned are yet to be determined. The agreement with SmartRoute Systems contains language requiring a revenue share based on sales of information or advertising associated with Southeast Florida traffic information. It is the belief in entering into this agreement, that the ATIS service will provide at least some level of revenue return based on the value of the information being offered.
Additional upgrades through advancements in the SunGuide program, including enhancements to the data-gathering infrastructure for the Traffic Management System, are hoped to only increase the value of the information both fiscally, and in its utility to the traveling public.
Finally, FDOT hopes to be able to use the 511 dialing code for the Southeast Florida IVR service. Once accomplished, the vision over some period of time is to expand the 511 services statewide.
Partners In Motion merges public and private resources through financial, data, and operations systems. Public funds make up approximately two-thirds of the project's $12.2 million, three-year budget, and the rest is from private funds that match the federal contribution to the project.
ATIS information is accessed through an IVR telephone service, available at (301) 628-4343,[10] and through a branch of the SmarTraveler® web site.
Contractual RelationshipsOn July 1, 1997, SmartRoute Systems launched the Washington DC SmarTraveler® service. The sub-contract under which SmartRoutes operates is a five-year contract, with funding provided for the first three years. After three years, sales of advertising and enhanced services were to make the basic web site and IVR telephone service self-sustaining. Within the construct of being self-sustaining, Partners in Motion is to receive 10% of (gross) revenue from sales and services. Estimates prior to the start of the project were for payments of around $65,000 per month. However, the sales and services have generated approximately one tenth of the estimated amounts. Between January 2000 and June 2001 (18 months) total revenue has been ~$150,000 or only $15,000 (the 10%) to the project.
During the RFP process, the 26 partner public agencies agreed to provide VDOT with a non-binding letter of commitment stating two specific things: 1) That the public agency would not give away nor sell any "enhanced data" they receive from the traveler information center (e.g. SmartRoutes' fused information), and 2) that the agency agrees that VDOT can act in their best interest as contracting agent for the project.
Over time there were some modifications to the contract in order to upgrade systems and launch (or attempt to launch) new products. For example: A 6 month demo to "push" traffic alerts to individuals via pagers and e-mail, and an upgrade to the database system to allow public agencies to share data with one another, were all funded through the project.
Additional money was paid to SmartRoutes to change or improve certain details on the web site, and for creation of electronic interfaces with major data providers such as VDOT and Maryland State Highway Association (SHA) and Montgomery County. The intent was to allow those that have the most data have all the information available on each other's systems (entered once, viewed by everyone). The problem encountered through the course of the project is that each agency in the region has been updating their own systems without regard to the main systems. The modification of the contract was to make sure that did not continue.
Since the contract is now into year five, the day to day operations is the responsibility of SmartRoutes. Quite a bit has changed since the contract became the sole responsibility of SmartRoutes' personnel. The number of staff members has been reduced; a four-hour cable television program that operated on two of the areas major cable networks has been dropped; live announcers who previously recorded messages for the IVR during all operating hours are now recording messages only during rush hour periods. The remainder of the time, a text-to-speech engine reads information directly from the database. Though this might seem beneficial, there are issues with the "translation dictionary" that have some mispronunciations and inaccuracies repeated daily.
Business Model TypeSmartRoute Systems, from their operations center in DC, monitors 3 steady VDOT images, and can select from one of 20 other images. The total number of images that can be viewed at one time is four. SmartRoutes also monitors 18 Montgomery County video cameras through a single "cycling" connection located at USDOT, and 10 Maryland SHA cameras through a high-speed telephone link.
Additional data collection is through the use of aircraft (previously that of SmartRoutes, and currently through the use of Metro Networks planes), mobile units and SmartRoutes own installed video cameras, of which there are approximately 10. Emergency frequency scanners are used in the operations center to monitor police, fire and EMS personnel.
Data FusionCallers receive real-time traveler information on area highways and some arterials, as well as status on most area transit service. Additionally, there are "cross-connections" to a number of area transportation information lines, including Metrorail and Metrobus; Virginia Railway Express; MARC; Commuter Connections Ridesharing Program; as well as other transit operations and paratransit services.
SmartRoutes Systems has agreements in place with a number of local companies for provision of data and service. Of note, the Washington Post ( www.washingtonpost.com) uses an information feed from the SmarTraveler® database to propagate its own traffic web page. Click on "Live Traffic" to view how the Post parses the data and mixes it with their own video connections.
Also an agreement with Audiopoint ( www.myaudiopoint.com) allows users of this service to sign up for personalized information derived from the same database. Information is delivered in audio form to the users cellular telephone.
Trafficstation did have a local presence in DC, and was in discussions to access public sector data and video, however financial difficulties forced a shutdown of day-to-day operations in July of this year.
A number of other broadcasters still have their own traffic reporting systems or choose to receive information or reports from Metro Networks and Shadow Traffic Services.
ISPs that have access to data, how the access occurs and under what termsThe contract with SmartRoute Systems and the Partners In Motion project comes to a close in December 2002. There have not yet been any meetings to discuss the next steps. There are more than seven players producing traffic reports in the region, so the thought process ranges from "do nothing and let the private sector get the information out" to "re-bid the current contract." A strong case has been made for establishing a "Data Clearing House" for public sector data (but no video as that will be handled by the individual agencies).
Another consideration is not to constrain the agencies by backing a single source for information. A number of the involved agencies were not pleased with the way the process has been handled so far and how their county has been covered by the SmarTraveler® system.
One thing is certain: The partnership and revenue sharing model has not worked for this project. It is possible that a fee-for-service model would be adopted; however not having a single operations center for the area (such as Cincinnati, San Francisco or Atlanta) makes this option more difficult.
In fact, it has become apparent that the problems with the Partners in Motion program do not all lie with the private sector. Specifically, the public sector partners, whether by intent or through technical limitations, failed to share their information with the other partners as designed by the program. The operators that have the information or provide the information to other agencies and the public are not the ones who signed off on the Partnership. Essentially, though VDOT tried and tried, SmartRoutes and the Partners in Motion program were viewed as "just another call to make" when an incident occurred. They were at the bottom of the notification list.
Agencies were invited to tour the facility in DC, and though some did, they were even less cooperative afterwards having convinced themselves that the Partners in Motion project and SmartRoute Systems was taking away money that they should have received in order to build the operations center. In other cases, projects that were in the planning and testing stages with SmartRoutes, and that could have generated revenue for the project, were ignored. Agencies would state that they could not provide data for a particular product line's requirements and then a few months later, debuted their own products using the same data they had said they could not produce!
At the moment, there is no plan to bring 511 into place until the current contract has expired. This is not to say that the DC area is not interested in 511, but that the business model they are currently operating under is not working out. So adding another layer to the system does not seem advisable at this time. They will wait until a decision is made for the next step in the program, and will require assurances that the provider for 511 (both telecommunications and traveler information) will be there beyond the scope of the contract.
Policy Statement_______________________________
It is the intent of the Virginia Department of Transportation (VDOT) to:
General Provisions______________________________
Special Provisions: Video Imagery_______________________
Due to severely limited physical space and VDOT's desire to disseminate video imagery as widely as possible, the following policies shall apply:
[1] Metro Networks was under contract to GDOT for the 1996 Olympic showcase. Metro Networks was paid to broadcast information from the TMC and was to supplement the GDOT information with their own private data.
[2] In this case "free" refers to the service being available at no extra charge. There is no mention of the calling cost to the user.
[3] Trafficstation has recently come under financial difficulties leading to a stop in day-to-day operations.
[4] Network cut-ins, are local newsbreaks during network programming. In the case of the ABC network, of which WXYZ is an affiliate, local stations are afforded one or two opportunities per hour to insert local news, weather and traffic reports during Good Morning America.
[5] Sydney Coordinated Adaptive Traffic System
[6] Trafficstation has come under recent financial strain that caused a stop in day-to-day operations.
[7] MTC has a web page http://travinfo.org/local_tolls.htm that explains toll charges to TravInfo® callers.
[8] The local calling area to Miami extends to areas of Broward County where a caller is required to dial a 10-digit number for Miami, but is not charged a toll rate for the call.
[9] The Interim Operations Center is in place as FDOT constructs a new permanent SunGuide Transportation Management Center, a part of Phase C, noted above.
[10] The Washington SmarTraveler® service had been available at (202) 863-1313, from July 1997 through July 2001. However the relocation of the operations center from DC to Maryland required the change of phone number.
[11] Only Verizon, Cingular and Sprint wireless offer access to SmarTraveler® through the #211 dialing code. No other carrier offers abbreviated access at this time. Also, since the relocation of the operations center to Maryland, SmartRoutes has been having difficulty reaching an agreement with Sprint to re-point their #211 number.
[12] These guidelines apply to all non-governmental entities.