EFFORTS ACCOMPLISHED TO DATE

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1 12. Intelligent Transportation Systems The Dallas-Fort Worth (DFW) Metropolitan Area is currently involved in the planning, programming, and implementation of Intelligent Transportation System (ITS) programs and projects. The region has developed a Regional ITS Architecture to guide future deployment and to build regional consensus for multi-agency systems integration. Communication infrastructure is being installed in portions of the DFW Metropolitan Area. Traffic monitoring and incident detection and response systems are operating on portions of the freeway system in Collin, Dallas, Denton, and Tarrant Counties. DalTrans, the permanent traffic management center (TMC) operated by the Texas Department of Transportation (TxDOT) Dallas District and Dallas Area Rapid Transit (DART), opened in January The DalTrans TMC helps manage and respond to real-time traffic demands in Collin, Dallas, and Denton Counties. The TxDOT Fort Worth District manages and operates TransVision, the TMC in Tarrant County. This permanent TMC for the Western Subregion opened in June The ITS components of the TxDOT Traffic Management Centers include closed circuit television (CCTV), lane control signals, dynamic message signs (DMS), ramp meters, mobility assistance patrols, and vehicle detectors on the limited-access facilities. In addition to the two TxDOT Traffic Management Centers, the region has 17 existing and funded city TMCs and three transit management centers throughout the region. City TMCs include CCTV, DMS, lane control signs, and traffic signals on the arterial street system. Some cities in the region also include traffic signal preemption systems for emergency vehicles. The transit management center s ITS components include transit vehicle tracking, in-vehicle navigation, integrated radio system/automated vehicle location, automated fleet maintenance system, and automated high occupancy vehicle (HOV) lane enforcement. Existing investments in ITS infrastructure, user expectations, anticipated funding opportunities, and agency policies reveal that a regional, single-site, single-agency solution is not the best ITS alternative for the DFW Metropolitan Area. Therefore, a multiple-site ITS is recommended for the region. The recommended approach is a distributed model where data and video are a shared resource. EFFORTS ACCOMPLISHED TO DATE Subregional ITS Plans In the DFW Metropolitan Area, subregional ITS plans have been developed. In the Eastern Subregion, the Dallas Area-Wide Intelligent Transportation System Plan was completed in The plan covers Dallas County and portions of Collin, Denton, Ellis, Kaufman, and Rockwall Counties. In the Western Subregion, the Fort Worth Regional Intelligent Transportation System Plan was completed in 1999 and covers Tarrant County. The plans, prepared by the Texas Transportation Institute under the direction of the Dallas and Fort Worth Districts of TxDOT, recommend advanced technology to help address transportation-related mobility and environmental issues with particular emphasis on incident detection and clearance, and traffic North Central Texas Council of Governments 149

2 management. The subregional plans were developed through regional consensus-building and interagency cooperation. Interagency Communications Analysis and Recommendations Study The Regional ITS Steering Committee meets regularly to discuss Intelligent Transportation System development issues such as integration of supporting communication systems, standards for data exchange, and development of a Regional ITS Architecture. In April of 2000, the Regional ITS Steering Committee completed an Interagency Communications Study. The objective of the study was to "recommend methods and infrastructure to be used for the Intelligent Transportation System interagency communication needs of the transportation agencies in the North Texas region." 1 The following principles guided the study recommendations: Principles for Interagency Communication 1. A commitment to partnership, using common software(s), operating on a cohesive regional communication network deployed on Internet, fiber, leased circuits, wireless, and other methods of linking systems. 2. A recognition of emerging systems currently being built and funded by agencies in the region. 3. A recognition that agencies in the region desire to build systems that comply with the National ITS Architecture, emerging ITS standards, and the regional ITS plans. 4. An understanding that new technologies have created multiple opportunities for efficient and effective information exchange. Consensus was achieved on the following recommendations for interagency communication: 1. The region will collectively seek to build on the investment in center-to-center communication software provided through TxDOT s Inter-District Communications Project by extending it to other agencies. 2. Agencies will work together to share video images for the purposes of incident management and traffic control. 3. Agencies that acquire central system software will ensure that it includes National Transportation Communications for ITS Protocols-compliant, center-to-center capability. 4. Agencies with fiber optic cables will allow the use of two fibers in every fiber link for the exchange of regional transportation information among agencies. 5. Representatives of agencies owning communication links will meet to determine where and how they could provide alternate paths so that Agency A s communication flows over Agency B s cable links when Agency A s cable is cut. 6. Agencies with communication links will make reasonable expenditures to facilitate, operate, and maintain the connection of their communications systems with those of other agencies. 7. A reporting mechanism will be established to report on implementation progress every six months. North Central Texas Council of Governments 150

3 The Interagency Communications Analysis and Recommendations Study also recommended the establishment of five deployment task forces to study specific issues. The deployment task forces include the Software Task Force for Centers, Data Deployment Task Force for Centers, Video Deployment Task Force for Centers, Regional Data Needs for Centers, and Interagency Agreements. The region is guided by the recommendations developed by the Interagency Communications Study and the subregional ITS plans. North Texas Regional ITS Architecture 2 The region has finalized the development of the North Texas Regional ITS Architecture. On April 8, 2001, the United States Department of Transportation issued a final rule to implement section 5206(e) of the Transportation Equity Act for the 21 st Century (TEA-21), which requires ITS projects funded through the highway trust fund to conform with the National/Regional ITS Architecture and applicable standards. This requirement continues in the current Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). The final rule requires eight elements that a Regional ITS Architecture needs to include; these items are covered in the following paragraphs. The Regional ITS Architecture is developed from the National ITS Architecture and is tailored for the region. It is a framework for fostering institutional cooperation and enabling regional compatibility and operability for ITS integration. The Regional ITS Architecture is dynamic and it changes as projects are implemented and designed throughout the region. The foundation for the North Texas Regional ITS Architecture consists of the recommendation outlined in this plan, as well as those in the subregional plans and the Interagency Communications Study. The first three requirements in the Regional ITS Architecture are: 1) a description of the region, 2) identification of participating agencies and stakeholders, and 3) identification of the roles and responsibilities of participating agencies and stakeholders. The Regional ITS Architecture for the North Texas Region encompasses a 16-county region, centered around the urban core counties of Collin, Dallas, Denton, and Tarrant. The region has over 160 cities and towns (Exhibit 12-1). Challenged by the large number of agencies within the region, the architecture focused on the input from the stakeholders in the core counties, with the Dallas and Fort Worth Districts of TxDOT representing the rural counties. An agency s roles and responsibilities were determined based on the primary transportation services the agency provides. A fourth requirement involved agreements (existing or new) required for operations including, at a minimum, those affecting ITS project interoperability, utilization of ITS-related standards, and the operation of the projects identified in the Regional ITS Architecture. The region has inventoried existing and possible future agreements that will be necessary to operate and maintain the ITS in the region. The fifth and sixth requirements include system functional requirements and interface requirements for information exchange with planned and existing systems and subsystems. System functional requirements focus on standardizing processes for communicating transportation data and information. These processes fall into three categories: hardware standards, software standards, and communication protocols. Hardware standards North Central Texas Council of Governments 151

4 Exhibit Regional ITS Architecture are developed to allow different technologies to communicate in a common format. Software standards are developed to support interagency communication between subsystems. Communication protocols are developed to standardize information distribution to travelers or between agencies. Regional stakeholders referenced these standard processes while selecting and tailoring market package drawings for the DFW region. Market packages are transportation services that identify stakeholders, information to exchange, and the communication roles and responsibilities of each stakeholder involved with providing that transportation service. Market packages for the North Texas Regional ITS Architecture were selected and tailored based on the corresponding transportation services identified by the regional stakeholders in a three- to five-year timeframe. Due to the large number of transportation agencies in the DFW region, the identification and tailoring of market package drawings was completed through a consensus-building approach. Regional partners were divided into groups that provide similar transportation services. These groups included emergency management, freeway traffic management, planning and coordination, public transportation, Tier 1 and Tier 2 cities, and toll administration. Each of these groups met to discuss the market packages related to the transportation services they provide. During these meetings, the market package drawings were tailored by identifying relevant stakeholders, information to be exchanged, and the communication roles and responsibilities of each stakeholder involved. Based on these meetings, the National ITS Architecture market package drawings were refined specifically for the DFW region. North Central Texas Council of Governments 152

5 The seventh requirement is the identification of ITS standards supporting regional and national interoperability. The North Texas Region is committed to deploying ITS standards as they mature in the marketplace and as cost-effective deployment opportunities arise. Initially local agencies are pursuing a center-to-center National ITS Architecture-based communications system. Other standards supporting center-to-field devices will be encouraged as opportunities arise and as the standards mature in the marketplace. A sequence of projects is the final required components of the regional ITS architecture. In order to meet this requirement, the North Texas region developed a sequence of market packages. Each market package priority was determined based on the regional ITS initiatives outlined in existing ITS documents and through consensus-building of the Regional ITS Steering Committee. These initiatives include reducing the impacts of recurring and non-recurring congestions, improving the overall safety of the transportation system, enhancing access and operation of high occupancy modes of travel, and the dependency of one market package on the deployment of another market package. Current Intelligent Transportation System Activities Center-to-Center Software 3 and Regional Data and Video Communication System 4 Current efforts in the region focus on an initiative to exchange data and video between agencies and systems. This initiative includes the development of center-to-center (C2C) software plug-ins and the design of the regional data and video communication system. C2C software will allow dissimilar TMCs to communicate and exchange information. This requires that agencies develop interfaces to convert data into a common format to be communicated and exchanged by others. The goals and objectives of the C2C software are outlined below: To provide a common repository for traffic information for the DFW region. To provide a World Wide Web-based graphical map to display traffic conditions in the DFW region. To provide a Microsoft Windows application that will allow agencies without a formal TMC to participate in the C2C infrastructure and information sharing. To provide a system which supports ITS C2C communications for command/control/status of various ITS field devices including Dynamic Message Signs, Lane Control Signals, Closed Circuit Television Cameras, Ramp Meters, and Highway Advisory Radios (HARs). To utilize National ITS standards to implement the project. To provide a software system that is extensible to all local or regional partners. This would allow a local common repository to be created by linking individual partners, a regional common repository to be created by linking local common repositories, and a statewide common repository to be created by linking regional common repositories. The region has finalized the high-level design of a Regional Data and Video Communication System (RDVCS). The RDVCS is an effort by agencies in the Dallas-Fort Worth region to create a regional network to exchange data and video. The RDVCS will define a communication infrastructure and network topology North Central Texas Council of Governments 153

6 for data and video sharing, as well as identify specific types of equipment and sub-systems. The high-level design consisted of an agency evaluation to access the target agency s infrastructure, characterize target agencies, and develop a preliminary connectivity concept. A system-level requirements document and a high-level implementation design document were produced as part of this project. Regional partners have started to look into the next steps of the regional network which include implementation designs. A detailed construction design will need to be developed prior to implementation. Other Regional Activities Other regional groups involved in various forms of ITS planning and/or implementation includes: North Central Texas Council of Governments (NCTCOG s) Regional Police Academy (accident investigation and incident management training); NCTCOG s Regional Emergency Number Services; Regional Transportation Council and its Committees; Dallas Regional Mobility Coalition; Dallas Area Traffic Management Team; Fort Worth Area Traffic Management Team; and Other Corridor-Specific Traffic Management Teams. An important function of ITS data archiving is a need that has been identified in the region. The collection and dissemination of ITS information is needed to monitor and report transportation system performance and support the coordinated interagency management of the transportation system. NCTCOG has been identified as the data warehouse for archiving data for performance monitoring and planning applications. NCTCOG has developed a C2C plug-in and is currently receiving data from agencies that are connected through C2C. Future Recommended Intelligent Transportation System Exhibit 12-2 shows future recommendations for an Advanced Traveler Information System, an Advanced Transportation Management System, and an Advanced Public Transportation System. Advanced Traveler Information System/Traveler Card An Advanced Traveler Information System (ATIS) is recommended which will provide real-time information on traffic conditions and travel opportunities to travelers in the region. This will require the integration of current and future independent information systems across jurisdictional lines, creating a seamless traveler information system providing pre-trip and en-route travel information to the public. Varied communication technologies will be explored (and used) in the region, and linked to subregional transportation management centers, creating a virtual regional transportation management center. This decentralized approach will promote cost savings and maximize involvement of various agency groups, while allowing technology to support face-to-face decision making partnerships. The system is shown in red on Exhibit 12-2 and covers essentially the entire freeway and tollway systems. The specific communication system media is not North Central Texas Council of Governments 154

7 specified in this plan, and will be a focus of the ITS planning groups which continue to meet in the region. The system will support future personal, public, and freight transportation in the region, and will provide information via DMS, HAR, commercial radio and television, kiosks, and through Internet-based communications systems. Also shown on Exhibit 12-2 are several city and transit transportation management centers which will be integrated into the ATIS. Exhibit Intelligent Transportation Systems A regional traveler card is also recommended to enable the actual transfer of electronic information from the user of a service (i.e. a traveler) to the provider of the service. This may include the transfer of funds through means of an electronic payment instrument. The device may also hold and update the traveler s information such as personal profiles or trip histories. Advanced Traffic Management System Distributed Traffic Management Centers will support traffic management and major incident response/clearance. The Advanced Traffic Management System (ATMS) includes the integration of freeways and tollways, HOV/managed facilities, and strategic arterials across jurisdictional lines. Exhibit 12-2 displays the recommended ATMS (in green) on the freeway and tollway systems, and includes operation of changeable message signs to divert traffic around traffic incidents, closed-circuit television for traffic monitoring, incident verification and clearance, lane control signals for traffic management/incident management, and automated ramp metering systems to regulate freeway system access during peak travel North Central Texas Council of Governments 155

8 periods. Not shown on the map are strategic arterials included in the ATMS system. Traffic control subsystems on arterials which intersect with, or are parallel to, the limited access freeway and tollway facilities should be integrated with freeway/tollway intelligent transportation infrastructure to support seamless, multimodal traffic management during traffic incidents and peak travel periods. The continuation of Mobility Assistance Patrols (MAP) is recommended, and increased MAP coverage should focus on congested systems and peak periods. Exhibit 12-2 displays the MAP recommendations for the limited access systems. MAP service is not recommended for arterial roadways. Additional information on this program is provided in the Transportation System Safety chapter of Mobility The substantial investment in freeway improvements represented in Mobility 2030 makes it imperative that operational plans be developed to manage and clear freeway incidents in a timely manner. The TxDOT district offices are encouraged to work closely with the Regional Transportation Council, NCTCOG staff, and affected local governments to develop consistent, coordinated freeway operational plans which include quick incident clearance practices. These plans need to be in place prior to major freeway improvement expenditures in order to ensure that the expected mobility benefits are realized. Advanced Public Transportation System An Advanced Public Transportation System (APTS) is recommended in Mobility Transit management centers (as indicated in Exhibit 12-2) will serve as communications hubs for DART, the Denton County Transportation Authority, and the Fort Worth Transportation Authority, and will be integrated with state and local government centers. Automatic vehicle location technology and automated fare collection, and transit security systems will enhance transit service, increase the safety of riders, and support greater levels of service to travelers. A more personalized public transportation service will allow more flexible routing and demand responsive service. More advanced communications technology will also allow transit operators to monitor traffic conditions on the roadway, HOV/managed facilities and rail systems, and verify traffic incident type and severity. Automatic data collection, electronic fare collection, transit signal priority, and automated fleet maintenance are other areas where new technology can enhance public transit. As HOV/managed facilities are constructed, opportunities will arise for automated vehicle occupancy verification, enforcement, and HOV/managed facilities operations. Finally, special events in the region provide a major challenge to the safe and efficient operation of transportation systems. An APTS can provide information on modal alternatives to travelers before, during, and after these events. Final Comments An assessment of environmental justice impact of ITS deployment was conducted to ensure that no person is excluded from participation in, denied benefits of, or discriminated against in planning efforts. The analysis included the review of ITS deployment for areas determined to have a significant amount of North Central Texas Council of Governments 156

9 protected class population. This is based on the total number of centerline miles with ITS compared to the total number of centerline miles adjacent to the protected class population. The percentages are indicated in Exhibit The cost of the Intelligent Transportation System is expected to be $383 million. Operating costs are expected to be $39 million per year at full system implementation. Benefits include a reduction in recurrent traffic congestion of approximately 63,222 person hours per day. A reduction in non-recurrent traffic congestion is expected to be approximately 124,688 person hours per day. In addition, benefits will include fuel savings and air pollution reductions, safer streets and highways, and system maintenance costs reductions. Exhibit Percentage of Protected Classes Adjacent to ITS Deployment Class Percentage Black 45% Hispanic 34% Asian American 54% American Indian/Alaskan Native 36% Under Poverty Line 47% Over 65 Years Old 30% Under 14 Years Old 35% Persons With Disabilities 43% Female Head of Household 47% Exhibit 12-4 shows ITS projects, programs, and policies identified and included in Mobility Exhibit TIP Reference Table Intelligent Transportation System (ITS) Reference ITS3001 ITS3002 ITS3003 ITS3004 Description of Projects, Programs, and Policies Priority Deployment Criteria: priority projects, corridors, and systems identified in subregional ITS plans. System Development Criteria: Fill gaps in the existing ITS communications infrastructure by completing critical system linkages. Leverage transportation resources by targeting investment, where possible, to facilities undergoing reconstruction. Leverage transportation resources by creating or enhancing public/private partnerships which will provide communications infrastructure for regional ITS. Consistency with National/Regional ITS Architecture: projects must be consistent with the architecture and standards described in the Dallas Area-Wide Intelligent Transportation System Plan or the Fort Worth Regional Intelligent Transportation System Plan, and the Regional ITS Architecture, the current ITS plans for this region. Operating agreements will be developed between affected and collaborating parties. Open architecture should provide for future system expansion. Evaluation and reporting of ITS effectiveness. ATIS (shown in Exhibit 12-2) the system supports future personal, public, and freight transportation systems in the region, and will provide information via changeable message signs, highway advisory radio, commercial radio and television, kiosks, and through Internet-based communications systems. The system includes several city and transit transportation management centers. A regional traveler card is also recommended to enable the actual transfer of electronic information from the user of a service (i.e. a traveler) to the provider of the service. This may include the transfer of funds through means of an electronic payment instrument. The device may also hold and update the traveler s information such as personal profiles or trip histories. Exhibit 12-4 continues on next page North Central Texas Council of Governments 157

10 Reference Exhibit TIP Reference Table Intelligent Transportation System (ITS) Description of Projects, Programs, and Policies ITS3005 ATMS (shown in Exhibit 12-2): Includes the integration of freeways and tollways, HOV/managed facilities, and strategic arterials across jurisdictional lines. Includes operation of changeable message signs to divert traffic around traffic incidents, closed circuit television for traffic monitoring, incident verification and clearance, lane control signals for traffic management/incident management, and automated ramp metering systems to regulate freeway system access during peak travel periods. Traffic control subsystems on arterials which intersect with, or are parallel to, the limited access freeway and tollway facilities should be integrated with freeway/tollway intelligent transportation infrastructure to support seamless, multimodal traffic management during traffic incidents and peak travel periods. Continuation of MAP is recommended, and increased coverage should focus on congested systems and peak periods. The substantial investment in freeway improvements represented in the plan makes it imperative that operational plans be developed to manage and clear freeway incidents in a timely manner. The TxDOT district offices are encouraged to work closely with RTC, NCTCOG staff, and affected local governments to develop consistent, coordinated freeway operational plans which include quick incident clearance practices. These plans need to be in place prior to major freeway improvement expenditures in order to ensure that the expected mobility benefits are realized. ITS3006 APTS (shown in Exhibit 12-2): Includes transit management centers, integrated with state and local government traffic management centers. Automatic vehicle location technology and dynamic ride-matching systems. Automatic data collection, electronic fares collection, transit signal priority, and automated fleet maintenance. Automated HOV/managed facilities occupancy verification, enforcement and HOV/managed facilities operations, and special events management support. ITS3007 Upon inclusion of ITS projects in the TIP, and before funding agreements with TxDOT are developed, a Statement of National/Regional Architecture Consistency must be developed and reviewed by TxDOT and the Metropolitan Planning Organization. The statement should describe how projects are consistent with the architecture and standards described in the Dallas Area-Wide Intelligent Transportation System Plan or the Fort Worth Regional Intelligent Transportation System Plan and the Regional ITS Architecture. ITS3008 The considerations are based on the guidance published by the Federal Highway Administration and Federal Transit Administration. Incorporate Interagency Communication Study recommendations: The region will collectively seek to build on the investment in center-to-center communication software provided through TxDOT s Inter-District Communications Project by extending it to other agencies. Agencies will work together to share video images for the purposes of incident management and traffic control. Agencies that acquire central system software will ensure that it includes NTCIPcompliant, center-to-center capability. Agencies with fiber optic cables will allow the use of two fibers in every fiber link for the exchange of regional transportation information among agencies. Representatives of agencies owning communication links will meet to determine where and how they could provide alternate paths so that Agency A s communication flows over Agency B s cable links when Agency A s cable is cut. Agencies with communication links will make reasonable expenditures to facilitate, operate, and maintain the connection of their communications systems with those of other agencies. A reporting mechanism will be established to report on implementation progress every six months. Exhibit 12-4 continues on next page North Central Texas Council of Governments 158

11 Exhibit TIP Reference Table Intelligent Transportation System (ITS) Reference ITS3009 Description of Projects, Programs, and Policies The goals and objectives of the C2C software are outlined below: To provide a common repository for traffic information for the DFW region. To provide a World Wide Web-based graphical map to display traffic conditions in the DFW region. To provide a Microsoft Windows application that will allow agencies without a formal TMC to participate in the C2C infrastructure and information sharing. To provide a system which supports ITS C2C communications for command/control/status of various ITS field devices including Dynamic Message Signs, Lane Control Signals and Closed Circuit Television Cameras, Ramp Meters, and Highway Advisory Radios. To utilize National ITS standards to implement the project. To provide a software system that is extensible to all local or regional partners. This would allow a local common repository to be created by linking individual partners, a regional common repository to be created by linking local common repositories and a statewide common repository to be created by linking region common repositories. 1 HNTB Corporation and Texas Transportation Institute. Regional Comprehensive Intelligent Transportation Systems Program (RCIP) for the North Texas Region, Communications Analysis and Recommendations, prepared for the RCIP Executive Committee (Dallas, Texas: April 2000). 2 U.S. Department of Transportation, Federal Highway Administration, Intelligent Transportation System Architecture and Standards, Final Rule, Federal Register 66, No. 5, January 8, 2001, Southwest Research Institute. Concept of Operations Framework for Dallas/Fort Worth Center-to-Center Communication Network, Version 1.0, December 5, Southwest Research Institute. NCTCOG Regional Data and Video Communication System High-Level Design Report, June 8, North Central Texas Council of Governments 159

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