Intelligent Transportation Systems (ITS) Strategic plan · Intelligent Transportation Systems (ITS) Strategic Plan Developed by the ITS Task Group: Brian Marcotte, Infrastructure

IIInte lligent

TTTransportation

SSSystems (ITS)

Strategic Plan

September 2000

Update

Needs &OpportunitiesAssessment

3 – 5 YearActionPlan

TravellerInformation/

TrafficManagement

IntelligentCANAMEX

TrafficSafetyData

Partnerships

GuidingPrinciples &Strategies

Mission&

Vision

Alberta Infrastructure

Intelligent Transportation Systems (ITS)

Strategic Plan

Developed by the ITS Task Group:

Brian Marcotte, Infrastructure Policy and Planning (Executive Sponsor)Vince Wu, Infrastructure Policy and PlanningAllan Lo, Technical StandardsJeanette Espie-Lefebvre, Driver SafetyDavid Bass, Information Management

Technical support: Marta Juhasz and Gabrielle Moser

Reviewed by the Management Forum on August 1 and 29, 2000

Approved by Mr. E.R. McLellan, Deputy Minister, on September 7, 2000

For further information, please contact:

Vince Wu, P.Eng.Senior Policy AdvisorInfrastructure Policy and PlanningAlberta Infrastructure3rd Floor, Twin Atria Building4999 - 98 AvenueEdmonton, AlbertaT6B 2X3

Telephone: 780-415-0680Fax: 780-427-1066e-mail: [email protected]

ITS Strategic Plan 1

September 2000

1. Introduction

The new millennium will see Alberta continue to experience considerable growth in exports andtourism. Increasing e-commerce and value-added production are shifting Alberta’s traditionalresource based economy to a new economy that relies heavily on just-in-time performance andintegrated transportation logistics systems. This new economy requires safe and more efficienttransportation services and highway infrastructure to sustain growth and competitiveness.

Governments are now turning to the emerging and evolving technologies known as intelligenttransportation systems (ITS) for solutions to help them meet the many challenges and demandsplaced on transportation systems.

This strategic plan, developed by a task group of divisional representatives within AlbertaInfrastructure, provides a vision for the future of ITS in Alberta’s transportation system andoutlines strategies for Alberta Infrastructure to develop and deploy these technologies toimprove the safety, efficiency and capacity of the provincial transportation system. Thestrategies focus on a coordinated and controlled approach to the integration of ITS into thedepartment’s operations. Based on inputs collected from department staff and a review ofexisting and potential departmental ITS applications (Appendix A shows the results of thereview), this strategic plan recommends a 3 to 5 year action plan, and identifies a number ofpriority highways as an ITS testbed. The following diagram illustrates the conceptual frameworkof this plan:

The strategic plan is a living and flexible document that provides strategies and a frameworkbased on current needs and technologies. Due to the rapid-changing nature of technology, it isimpossible to identify all existing ITS opportunities. This strategic plan will require regularrefinement and updating over time to capture new technologies and new policies and practices.

2. Background

What is ITS?

ITS is about adaptive, intelligent integration of vehicles, drivers and the transportation system.Integration, through advanced information processing (computers), of communications andsensory technologies and management strategies, can improve the safety, capacity and

Conceptual Framework of the ITS Strategic Plan

Needs &OpportunitiesAssessment

3 – 5 YearActionPlan


TrafficManagement

IntelligentCANAMEX

TrafficSafetyData

Update

Partnerships

GuidingPrinciples &Strategies

Mission&

Vision


September 2000

efficiency of the transportation system. Communications and information processingtechnologies allow information on the transportation system – both vehicles and infrastructure –and real-time road and environmental conditions, to be collected, processed and disseminatedfor better decision-making. Examples of ITS applications include changeable message signsthat can display real-time information collected by sensors and warn motorists of collisions, roadand weather conditions; and automated vehicle inspection stations that can electronicallyidentify and provide expeditious clearance to commercial vehicles. Appendix B providesreferences for more background information on ITS.

What are the Benefits of ITS?

Through effective integration with the transportation system, ITS provide a broad spectrum oftechnology-based tools that aid the development of solutions to save lives, money, time and theenvironment. ITS allow road authorities to better manage and maintain the transportationsystem and enforce regulations by providing real-time and reliable information. ITStechnologies can build on each other, providing higher order benefits through system integrationand assistance to multiple users. As technologies change and evolve, additional benefits willcontinue to be identified. However, some examples are:

Improve Safety: Pre-trip and en-route road and weather information systems can advisemotorists of traffic, road, environmental andemergency conditions. Real-time information canassist route planning, ease frustration and reduceroad rage. Congestion reduction measures canreduce travel time and collisions. Surveillancesystems and wireless emergency location systemscan automatically detect incidents and trigger theemergency notification and dispatch process. Theend result of these applications is the reduction inloss of life, injuries and costs, which benefitssociety as a whole.

Increase Productivity: Automatic vehicleidentification, screening of safety records andvehicle weights, can provide a seamlesscommercial vehicle system, increase the efficiencyof the inspections services, and provide pre-clearance opportunities for commercial vehicles.Real-time integrated transportation system datacollection can improve the efficiency of the datacollection process and facilitate traffic forecastingand planning. ITS can provide information abouttransportation trends and the performance of thetransportation system, which can lead to bettermanagement and operations, more efficientallocation of resources, and improved systemperformance.

Did you know?Did you know?Did you know?Did you know?

In 1998, there were over 98,000traffic collisions in Alberta which resultedin over 25,000 injuries. The societalcosts of these collisions are enormous.Real-time information, congestionreduction and emergency notificationmay help reduce these costs.


Oregon‘s Green Light Project usesweigh-in-motion and automatic vehicleidentification systems to electronicallyverify a vehicle’s weight, registration andsafety status, and grant weigh stationbypass. Over 200,000 bypasses weregiven in 1999. It is estimated that overthe next 10 years, the system will preclearover 2.88 million trucks, saving industryover $10.7 million in operating costswhile saving 144,000 hours in travel.Source: “Nomination for the Oregon Green Light Project”, ITSAAward nomination, December 1999.


September 2000

Reduce Costs: The integration of ITS into theexisting transportation system is becoming simpler,cheaper and more cost effective. With increasingcongestion and the rising costs of providing additionalinfrastructure, ITS offer innovative alternatives tocapital improvements. Once integrated, ITS canincrease the efficient movement of vehicles, therebyincreasing roadway capacity and reducing or delayingthe need for additional infrastructure.

Help the Environment: Incident managementsystems can improve emergency clearance timesand reduce vehicle delay. Automatic vehicleidentification at inspection stations and bordercrossings can reduce the number of commercialvehicle stops and starts. Real-time adaptive trafficsignal controls can reduce travel times and vehicleidling. The effect of these applications is areduction in fuel consumption and greenhouse gasemissions.

Current Situation at Alberta Infrastructure

The department has implemented a handful of ITS applications. However, ITS projects areundertaken on an ad hoc and as required basis, and there is a need for a more systematic andfocused approach to ITS development and deployment. A review of the department’s weigh-in-motion operation also recommended that an ITS strategic plan be developed. With the take-over of key primary highways in cities, the department may be looked upon to provide ITS inurban as well as rural areas.

Alberta is in an enviable situation with respect to ITS deployment. The population is such thatcritical congestion is not yet a major issue. The existing number of ITS applications is lowenough to allow for an integrated approach to development.

Other Canadian jurisdictions are moving forward with ITS development. Appendix C gives anoverview of ITS in Canada.

3. Mission, Vision and Objectives

The Mission of this ITS strategic plan is twofold:

• to assist Alberta Infrastructure in meeting its mandate of providing a safe and effectiveprovincial transportation system through the planning, deployment and integration ofintelligent transportation systems technologies; and

• to position Alberta Infrastructure to take advantage of the rapid development of technologyand to maintain and improve Alberta’s competitiveness in a fast-moving knowledge-basedeconomy.


The US Department ofTransportation estimates taxpayerscan save up to 35% on infrastructureinvestment as a result of ITSdeployment.Source: US DOT “Intelligent Transportation SystemsBenefits: 1999 Update”.


Per major incident, San Antonio’sTransGuide incident managementsystem is estimated to reduce fuelconsumption by 2600 gallons andaverage delay by 700 vehicle-hours.This translates into annual savings of$1.65 million to commuters.Source: US DOT “Intelligent Transportation Systems Benefits:1999 Update”.


September 2000

The Vision for the future of ITS in Alberta’s provincial transportation system is to have welldeveloped and integrated systems in place for:

• the travelling public to make and adjust their travelling plans;

• Alberta Infrastructure and partners to better manage, operate and maintain thetransportation infrastructure and improve the safety of the travelling public; and

• commercial vehicle operators to improve their productivity, efficiency and competitiveness.

The Objectives of this plan are to:

• bring an articulated and systematic approach to planning, deploying and integrating ITStechnologies that conform to the North American ITS Architecture; and

• serve as a roadmap for Alberta Infrastructure to set the direction and strategies for futureITS investment and deployment.

4. Guiding Principles and Strategies

The following are key principles and strategies to guide Alberta Infrastructure to develop anddeploy ITS.

Strategy Establish a permanent ITS Standing Committee, championed by anExecutive Sponsor, to coordinate all ITS initiatives within AlbertaInfrastructure. This Committee will be responsible for coordinating all ITSinitiatives, updating the ITS strategic plan, keeping abreast and advising thedepartment of new ITS technologies and opportunities, and representing thedepartment in coordinating with other levels of government and externalstakeholder groups on all ITS related matters.

Stage the development and deployment of ITS to build on past experiences(both successes and failures) and existing accepted architecture in anincremental manner. It is important that the costs and benefits of ITSdeployment be evaluated and that the performance and effectiveness ofexisting and future ITS initiatives be closely monitored and measured.

Adopt a building block, modular approach to make use of proventechnologies, and focus resources on priority roadway sections that will reapthe greatest benefits.

Principle No. 1 ITS are developed and deployed in a coordinated, systematic and cost-effective manner.


September 2000

Strategy Cooperate and participate with Transport Canada and other jurisdictions andagencies in the development of the Canadian and regional ITS architecturesto ensure interoperability and integration of ITS technologies, and work withindustry and other stakeholder groups to develop ITS architecture andtechnical standards.

Strategy

Strategy

Strategy

Principle No. 2 Alberta Infrastructure’s ITS applications should be seamlesslyintegrated, compatible with systems in neighbouring provinces andstates, and meet North American ITS architecture standards.

Principle No. 3

Principle No. 4

Principle No. 5

ITS are well integrated in the planning, design, construction andmaintenance of the transportation infrastructure.

Integrate ITS early in the planning and design process, and make provisionsfor future ITS installations. Installation of ITS devices should be coordinatedwith construction and maintenance activities to minimize traffic interruptionand costs. ITS technologies should be used to meet specific needs of thedepartment and enhance service delivery.

ITS development and deployment are sustainable.

With the increasing awareness of ITS, program managers should allow forITS initiatives in their program budgets. ITS deployment should continue tobe funded by sponsoring areas.

The department should actively pursue opportunities for cost-sharing throughpartnerships with the federal government, other provincial and municipalgovernments, and the private sector.

Alberta is open to ITS technologies, partnerships, new knowledge andinnovation.

Show the department’s commitment to ITS by establishing the ITS StandingCommittee and adopting the strategic plan. The Standing Committee willkeep abreast of the latest technological developments, and promote ITSdevelopment and deployment by entering into partnerships with the privatesector, stakeholder groups, municipalities and other governments inundertaking joint projects.

To be proactive and responsive, the Standing Committee will assess andreact to initiatives and proposals from external groups, with a positive view toleveraging contributions from others to maximize mutual benefits, andleveraging the latest ITS developments to improve the department’sbusiness.


September 2000

Strategy

5. Priority Hig

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• Highway 2 besouthwest sec

• Highway 1 be• Highway 4 at

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6. Recommen

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Principle No. 6
Alberta Infrastructure’s staff and partners are well informed of thepotentials and limitations of ITS and of the department’s direction.

A lack of understandingand knowledge of ITS has beenidentified as one of the majorbarriers to ITS deployment in manyjurisdictions.Source: TAC Multi-Modal Council 1999 ITS survey.

Raise the awareness of ITS bycollaborating with the academic andresearch community and suppliers,such as universities, the Centre forTransportation Engineering andPlanning (C-TEP), and the Van HorneInstitute, to organize conferences,demonstrations and seminars on ITS.

Develop and maintain an interactive web site on the internet/intranet, postinginformation on ITS initiatives and latest developments and with links to otherITS sites.

hways - an ITS Testbed

highway system is extensive, it would be impractical to deploy ITS applicationsighways. It is important to focus the department‘s resources on areas wheree potential benefits are the greatest. However, there are some applications,ety data collection, that are not roadway specific.

of prioritizing for ITS applications, the following highways should receive first as a testbed for ITS initiatives:

tween Calgary and Edmonton, including Deerfoot Trail in Calgary and thetion of Anthony Henday Drive in Edmonton,tween Calgary and Banff, andthe Coutts border crossing.

hnologies can also be applied to other major highways, for example:

etween Edmonton and Grande Prairie,

st of Calgary,nd 4 between Coutts and Calgary, andghway 63 north and south of Fort McMurray.

ded 3 - 5 Year Action Plan

d action plan focuses on four parallel but interconnected streams of activity 5 years. In accordance with the systematic and incremental approach of thise action items identified are the first steps toward the long-term deploymentort-term action items concentrate on planning for future ITS deployment andevelopments. Significant deployment is likely to be beyond the 3 to 5 yeard, and will be subject to the availability of funding and resources.


September 2000

The recommended action plan is mostly based on a review of the department’s existing andlong-term ITS needs and opportunities as shown in Appendix A. The lead department area isidentified after each action item.

a) Partnerships for knowledge and success

• Establish a permanent ITS Standing Committee that will coordinate all ITS initiatives. [lead -Policy and Planning]

• Raise the awareness of ITS by working in conjunction with the Centre for TransportationEngineering and Planning (C-TEP) or universities to organize seminars, developing aninformative web site, etc. [lead - Technical Standards]

• Continue to participate in the development of Canadian ITS architecture and standards.[lead - Policy and Planning]

• Keep abreast of ITS development in other jurisdictions through national and internationalforums and ongoing information sharing. [lead - ITS Standing Committee]

• Work with ITS product and service suppliers to explore new technologies. [lead - TechnicalStandards]

• Ensure access to future fibre-optic and telecommunications networks for ITS applicationsthrough negotiation and development of agreements with telecommunications companies,and through work with Alberta Innovation and Science on the development of the high-speed, high bandwidth Internet network. [lead - Technical Standards]

Current Situation and Estimated Timeline

Many of the items under this activity stream will be of an ongoing nature. Work is currentlyunderway on the development of the Canadian ITS architecture. An ITS awareness seminar,with speakers from Transport Canada, ITS Canada, the Cities of Edmonton and Calgary,consultants, suppliers, etc., was held on September 8, 2000.

b) Traffic Safety Data Collection

This project will allow law enforcement officers to have direct access to complete and accuratedriver and vehicle information, allowing them to use a full scope of information to makeimmediate decisions in the areas of traffic safety. The capture of the information, on a province-wide basis, will lead to more accurate and timely safety information which will be used todevelop and monitor safety programs for all Albertans.

This project aims to implement an electronic capture of violation, collision and inspectioninformation at the scene of an event by law enforcement members. The use of smart forms,barcode scanners, Global Positioning System (GPS), etc., will increase data accuracy andreduce data input. A wide range of stakeholders have been involved in the development of aconcept. The following steps are to be taken:


September 2000

• Continue to prepare a detailed systems requirement document and business case options.[lead - Driver Safety]

• Pursue unique funding arrangements such as fees attached to driver licensing services(license registrations). Electronic Data Systems Corporation (EDS), our technology partner,is looking at funding this project with payback over time as one option for consideration.[lead - Driver Safety]

• Contact and investigate systems that other jurisdictions have implemented. [lead - DriverSafety]


The items under this activity stream are currently ongoing and will likely be completed byDecember 2000. The next steps would be to seek approval of the project plan and funding fromthe Deputy Ministers of involved departments. Once this approval is received, a detailed projectimplementation plan will be developed. This will require extensive consultation andcollaboration with stakeholders.

c) Intelligent CANAMEX Trade Corridor

With the growth of trade and commercial vehicle traffic, governments are now facing thechallenge of being more efficient in the regulation of commercial vehicle weights anddimensions, and mechanical fitness, without creating unnecessary delays, impeding freightmobility, and losing competitiveness. ITS can play a significant part in reducing delays throughreduced paperwork, etc.

The US is a significant trading partner notjust for Alberta, but for other Canadianprovinces. Many provinces have alreadytaken steps to demonstrate or implementITS on their north-south trade corridors(British Columbia’s Pacific Rim InternationalTrade Corridor, Manitoba’s North AmericaInternational Trade Corridor, and Ontario’sMichigan-Ontario-New York ITS BorderCrossing Systems).

Over 80% of Alberta’s international exportsare US bound. Truck traffic growth on theNorth-South CANAMEX Trade Corridor isexpected to continue, particularly with thecompletion of the four-laning by 2007.Alberta should take a more proactiveapproach to planning ITS on the CANAMEXTrade Corridor, particularly at the Couttsborder crossing.

ITS offer a broad range of opportunities toimprove commercial vehicle operations


September 2000

(CVO). Some of these technologies include electronic clearance, weigh-in-motion, inspectionsupport systems, on-board safety monitoring, etc. To ensure system compatibility andmaximize the benefits, an Intelligent Transportation Systems/Commercial Vehicle Operations(ITS/CVO) plan is required to define system needs, address institutional and deploymentbarriers, identify opportunities, develop a system architecture to ensure interoperability with ourCANAMEX state partners and neighbouring provinces and territories, and recommend aprioritized program of deployment. For the next 3 to 5 years, the following steps should betaken:

• Initiate discussion with the US and Canadian federal governments (Transport Canada andCanada Customs and Revenue Agency) and CANAMEX state partners to proceed with anITS/CVO plan for CANAMEX. Upon agreement of all parties, proceed with developing adetailed terms of reference for the ITS/CVO plan. [lead - Policy and Planning]

• Develop a cost-shared comprehensive Intelligent Transportation Systems/CommercialVehicle Operations Plan for CANAMEX. [lead - Policy and Planning]


Design is underway for a joint Canada/US border crossing facility at Highway 4 in Coutts. Therewill be provisions for ITS applications at the joint facility. The department has ongoingdiscussions with the US and Canadian federal governments and CANAMEX state partners on anumber of harmonization issues regarding CANAMEX. Due to the number of stakeholdersinvolved and the complexity of the issues, the negotiation for the development of an ITS/CVOplan may take some time to complete. Upon agreement of all parties, the development of theplan will proceed.

d) Traveller Information/Traffic Management System

The actions under this activity stream focus on identifying the needs along the proposed ITStestbed highways and addressing these needs through relevant ITS technologies such as roadweather information systems, incident management systems, and traffic signal coordination.Two components have been identified.

Traffic Control [lead - Technical Standards]

The department has over 100 traffic signals with more to come through the take-over ofsecondary highways. A significant number of the traffic signal controllers are reaching the endof their service life and will require upgrades. To ensure that upgrades occur systematically andinclude ITS capabilities, the department should:

• Review the condition of traffic signal controllers and related components currently used attraffic signal locations across the province (including two digit and three digit provincialhighways and provincial highways through cities that will be under the department’sjurisdiction), and develop an upgrade plan taking into account available funding.

• Based on the results of the review, proceed with upgrading traffic signal controllers andrelated components under Alberta Infrastructure’s responsibility. The upgrades couldinclude ITS capabilities, such as real-time equipment monitoring, data downloads andremote signal time changes and coordination.


September 2000

Traveller Information/Traffic Management [lead - Technical Standards]

The department currently has three changeable message signs (CMS) and one operationalhighway advisory radio (HAR) system. With the take-over of the Deerfoot Trail Road WeatherInformation System (RWIS) subsystem, and the construction of the southwest leg of AnthonyHenday Drive, Alberta Infrastructure will be assuming responsibility for some major urbanexpressways. To ensure that current ITS requirements and future opportunities are identified,and that deployment of ITS technologies occurs systematically, the department should:

• Survey, study and assess, with the assistance of consultants, travellers’ needs alongHighway 1, between Calgary and the Banff Park gates, and along Highway 2, betweenEdmonton and Calgary, including Deerfoot Trail and the southwest link of Anthony HendayDrive.

• Support research to develop, fine-tune and verify new ITS-driven simulation modeling forDeerfoot Trail. Using the new models and surveyed travellers’ demands, predict new travelpatterns and behaviour, and develop new scenarios of demands for the highwayinfrastructure.

• Based on the above, and in collaboration with stakeholders including Edmonton andCalgary, develop an initial Traveller Information/Traffic Management Plan for the abovehighways with various ITS scenarios and alternative costs. The plan will:

i. Develop appropriate system architecturethat will conform to the national ITSarchitecture.

ii. Determine the technical requirements ofa Road Weather Information System(RWIS). The system will be to serveboth maintenance contractors and thetravelling public. This will includecontinued dialogue with EnvironmentCanada on any joint development.

iii. Determine the technical requirements forpre-trip and en-route travellerinformation, including any standards anddata dictionaries being developed.

iv. Identify stakeholders.

v. Identify and resolve overlappingjurisdictional and technical issues thatwill impact the department’s North-South(CANAMEX) Trade Corridor programand the planned ITS development alongthis corridor, and ensure systeminteroperability.

vi. Assess the operation of Deerfoot Trailfor opportunities for ITS solutions.

Conceptual Plan of aRoad Weather Information System

WeatherForecasting

Service

MeteorologicalSensors

PavementSensors

VideoCameras

Patrols

Information Collectionand Processing

Information dissemination to travellers and road authoritiesto adjust travelling and maintenance activities accordingly.

Internetand

Telephone

HighwayAdvisory

RadioKiosks

Media

ChangeableMessage

Signs


September 2000

vii. Assess opportunities for integration of ITS in the planning and design of the southwestleg of Anthony Henday Drive in Edmonton.

viii. Assess the need for an operations control centre.

Some of the technologies that could be assessed for deployment are:

i. Permanent highway advisory radio (HAR) systems at strategic locations to broadcastmessages on the FM band.

ii. Additional changeable message signs (CMS) at key locations along the highways.

iii. Some initial testing of an incident detection system with closed circuit television camerasand induction loops along Deerfoot Trail and Anthony Henday Drive. This could beintegrated with CMS and HAR and tied to existing city emergency services and dispatchcall centres.

iv. Tie-in of all CMS and HAR to the Road Weather Information System (RWIS) with thepotential for fog/smoke sensors and micro and macro-weather pattern prediction models.

v. Temporary speed monitoring and display systems to warn travellers of construction andmaintenance activities.

vi. Advanced video-based traffic data gathering equipment.

vii. Microwave, cellular, and land-based fibre optics infrastructure.

viii. Internet-based interactive information systems at homes, businesses and public kiosks.

ix. Over-height warning detection, weigh-in-motion scales, and automatic vehicleidentification systems for commercial vehicles (“Intelligent CANAMEX Trade Corridor”).

• Once a Traveller Information/Traffic Management Plan has been developed, identify fundingsources and potential partnerships, and proceed with incremental implementation providedfunding is available.


Approval has been received to spend $600,000 upgrading traffic signal controllers and relatedcomponents this year. This money will be used to review the condition of traffic signalcontrollers and related components and to proceed with first priority upgrades. The upgradingof traffic signal controllers will be of an ongoing nature.

The survey of travellers’ needs is likely to commence in 2001, pending available funding. Theresearch to develop, fine-tune and verify new ITS-driven simulation modeling for Deerfoot Trailis currently underway and is estimated to take about 2 years. Based on these initiatives, aTraveller Information/Traffic Management Plan could be developed starting in 2002. However,as the design work for the southwest leg of Anthony Henday Drive is already underway, theremay be some urgency to fast-track some of the Traveller Information/Traffic Managementplanning work in order to integrate potential ITS applications in the design.

The following chart shows the estimated timelines for the action items under this activity stream.


September 2000

2000 2001 2002 2003TASK

Jul Oct Jan Apr Jul Oct Jan Apr Jul Oct Jan Apr Jul OctComments

Review traffic signalcontrollersand develop an upgradeplan

Funding isapproved

Traffic Control

Upgrade traffic signalcontrollers Ongoing initiative

Survey travellers’ needson key routes

Support ITS modelingfor Deerfoot Trail

Initiative currentlyunderway

Develop TravellerInformation/ TrafficManagement Plan


TrafficManagement

System TravellerInformation/

TrafficManagement

Identify potential fundingsources and proceedincrementally

Will be anongoing initiative

7. Cost and Responsibility Summary

The following table shows the assignment of responsibility to department areas with respect toleading, funding and participating in the four streams of activity. The sponsoring areas would beresponsible for funding these initiatives, including the initial studies and possible futuredeployment. Some of the associated costs identified would be internal, such as staff time andtravel costs.

It is important to note that the costs identified over the next 3 to 5 years are largely associatedwith planning. Because of the go-slow approach of this Plan, deployment of ITS will be limitedover the next 3 to 5 years.

The potential long-term deployment costs, in the order of magnitude, have been estimated andindicated in the table. The development of plans for the Intelligent CANAMEX Trade Corridorand Traveller Information/Traffic Management System will more accurately identify capitaldeployment and operating costs, and may recommend additional costs for the deployment ofITS technologies. Given the preliminary and planning nature of the action items, it is prematureto estimate operating costs at this time.


September 2000

Legend● Lead◓ Co-lead / Major participant○ Participant

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capitaldeployment

costs

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Establish ITSStanding Committee ● ◓ ◓ ◓Organize seminarson ITS ◓ ● ○ ○ ○ ◓Development ofCanadian ITSarchitecture andstandards

● ◓ ○ ◓

Keep abreast of ITSdevelopments ◓ ● ○ ○ ◓ ○ ○ ◓ ○ ◓ ○ ○ ○ ◓Explore newtechnologies ◓ ● ◓ ◓ ◓ ◓ ◓ ◓ ○ ○ ○ ○ ◓ ○

Partnershipsfor

knowledgeand success

Development oftelecommunicationsagreements

◓ ● ○ ○ ○

Internalcosts n/a

Prepare systemsrequirements andbusiness case

● ◓ ○ ○ ◓

Pursue uniquefundingarrangements

● ◓ ○ ○ ◓Traffic Safety

DataCollection

Contact otherjurisdictions ● ◓ ○ ○ ◓

To bedetermined

To bedetermined

Initiate discussionon a CANAMEXITS/CVO Plan anddevelop terms ofreference

● ◓ ○ ○ ◓ ◓ ◓ ◓ ○ ◓ InternalcostsIntelligent

CANAMEXTrade

Corridor Develop aCANAMEXITS/CVO Plan

● ◓ ○ ○ ◓ ◓ ◓ ◓ ○ ◓ $500

$500 to$1,000 perinspection

station

Review traffic signalcontrollers, developan upgrade plan

○ ● ○ ◓ ○ ○ ○ $150 n/a

Upgrade trafficsignal controllers ● ○ ◓ ○ ○ ◓ ○ n/a $10,000

Survey travellers’needs on key routes ◓ ● ○ ○ ○ ○ ○ ○ ○ ○ ◓ ◓ $300 n/a

Support ITSmodeling forDeerfoot Trail

○ ● ○ ○ ◓ $150 n/a

Develop TravellerInformation/TrafficManagement Plan

◓ ● ◓ ◓ ○ ○ ○ ○ ○ ○ ◓ ○ $300 n/a


TrafficManagement

System

Identify potentialfunding sources andproceedincrementally

◓ ● ◓ ◓ ○ ○ ○ ○ ○ ○ ◓ ○ Internalcosts

$5,000 to$10,0001

1 Based on US Department of Transportation ITS Joint Program Office “ITS Benefits Database and Unit Cost Database”,http://www.mitretek.org/its/benecost.nsf/CostHome?OpenFrameSet


September 2000

8. Conclusions and Moving Forward

Fueled by the rapid advancement of computer and information technology and consumers’demand for innovation and efficiency, ITS technologies will continue to improve and evolve at aphenomenal rate. This new information and knowledge driven economy is a reality and not justa fad. The payback of deploying ITS technologies could be significant, if a focused, systematicand incremental approach is taken.

As a first step, this strategic plan focuses on Alberta Infrastructure’s core businesses, andprovides directions and strategies for the department to explore ITS opportunities. It representsa first, small but cautious and sensible step toward deploying ITS technologies to help improvethe department’s service delivery. Of the four streams of activity, the Intelligent CANAMEXCorridor and the Traveller Information/Traffic Management System require further work to definesystem needs, identify opportunities and develop system architecture. This is consistent with asystematic and incremental approach.

When more action items are identified in the future and results are more quantifiable, the nextupdate of the strategic plan should include performance indicators to monitor the progress andmeasure the effectiveness of all ITS initiatives.

The ITS Standing Committee will play a significant and critical role in promoting andcoordinating all ITS initiatives. The various ITS initiatives will be led by different divisions;however, it will be the Standing Committee’s responsibility to keep abreast and advise thedepartment of new ITS technologies and opportunities, coordinate the different concurrentactivities, and ensure compatibility and interoperability among different systems andtechnologies.

Implications

As the majority of the action items in the next 3 to 5 years involve assessing needs, exploringopportunities and developing plans, most of the work will likely be done by consultants, and theimmediate impact on the department's resources would therefore be minimal. The estimatedcosts of these studies are shown in the preceding section. As these initiatives proceed todeployment, there will be an impact on the department's resources. The extent of the impactwill be assessed and determined by the deployment plans.

The decision to proceed further with deployment will be based on results of benefit-costanalyses, meeting the department's needs and improving the department's service delivery, asindicated in the Guiding Principles and Strategies section. Eventually, the goal is to integrateITS features in the design and construction of highway infrastructure so that deploying ITSwould not be a separate consideration in most cases.

Recognizing the emerging trend, many provincial/state and municipal jurisdictions aredeveloping ITS strategic plans. The US and Canadian federal governments are developingnational ITS architectures and providing technical and financial support for ITS initiatives.Regardless of the direction and strategy taken by Alberta Infrastructure with respect to ITS,technologies will continue to evolve and advance. Maintaining the status quo means continuingthe current ad hoc approach.


September 2000

The adoption of this plan does not necessarily imply that the department fully embraces andactively promotes ITS. With a recurring theme of taking an incremental and building blockapproach, this plan provides directions and strategies to explore opportunities for using ITS toimprove the department's program and service delivery.

Recommendations

• The Executive adopt this ITS strategic plan.

• The Executive establish an ITS Standing Committee and appoint an Executive Sponsor.Each division head may appoint a representative to the Standing Committee with theunderstanding that this appointment may require a fair time commitment. The Committeemay assess the need for additional resources at a later date to meet future needs andpriorities.

• The sponsoring areas continue to be responsible for funding the initial studies and long-termcapital deployment identified in this plan.

• The Standing Committee initiate work with the lead areas to undertake the action itemsidentified in the action plan.

In conclusion and to move forward, a firm commitment from the Executive and support andcooperation of all department areas are key to the success of future ITS initiatives.

APPENDIX A

ITS Strategic Plan A - 1

September 2000

Identifying and Mapping Department Opportunities to ITS User Services

OpportunitiesITS UserServices

DepartmentFunctions and

Activities

Where are we now /current situation 3 – 5 years 5 – 10 years 10+ years

• Advise en-routetravellers ofcurrent roadand weatherconditions

• Use of 3ChangeableMessage Signs(CMS)

• Highway AdvisoryRadio (HAR) at 1site with thepotential for 2others

• Expanded HAR andCMS systems

• Portable HAR/CMSsystems for use inconjunction withmaintenanceactivities andconstruction zones

• Installation of bridgeice and fog warningsystems at somebridge sites

• Fully integrated RoadWeather InformationSystem (RWIS) withHAR/CMS

• Digital broadcastingRWIS

• Installation of bridgeice and fog warningsystems at all bridgesites

• Animal detection andwarning systems atsome sites

TravellerInformation

Services-

Providetravellers withpre-trip and

en-routeinformation forroute planning

andoptimization

• Providecurrent roadand weatherconditions forpre-tripplanning

• Alberta MotorAssociation (AMA)road reports viatelephone and onthe internet

• City of Calgary hasone Road WeatherInformation System(RWIS) subsystemon Deerfoot Trail

• Expanded HighwayAdvisory Radio(HAR)

• Development ofRWIS

• Current constructionand maintenanceschedule on theinternet and at kiosks(rest areas, shoppingmalls, etc)

• Current road andweather conditions onthe internet, with linksto other sites(EnvironmentCanada, AMA)

• Tourist specificinformation availableat selected sites

• Continued use ofroad conditions onthe internet and atkiosks with theinclusion of real-timeClosed CircuitTelevision (CCTV)images

• Continued placementof construction andmaintenanceactivities on theinternet and at kiosks

• Trafficmanagementinconstructionandmaintenancezones

• Potential testing ofHighway AdvisoryRadio (HAR) onspecificmaintenance orconstructionprojects duringSummer 2000

• Portable HAR/Changeable MessageSigns (CMS) systemsfor use in conjunctionwith maintenanceactivities andconstruction zones

• Speed managementvia video detectionand CMS

• Automatic vehiclespeed control inspeed restrictedzonesTraffic

ManagementServices

-Monitor and

adjust vehicleflow for

optimizationand improved

safety

• Managetraffic signalscontrolled bydepartment

• Conventional trafficsignal management

• Potential upgrade ofexisting signals withremote capabilitiesand network co-ordination

• All traffic signalcontrollers fully online with emergencypre-emption andintegrated vehiclecounts


September 2000



Activities


TrafficManagement

Services(cont.)

• Managetraffic onmajor urbanand ruralroutes

• Will be assumingresponsibility ofRoad WeatherInformation System(RWIS) subsystemon Deerfoot Trail inCalgary (includesChangeableMessage Signs(CMS) and icedetection system)

• Will be reviewingITS applications andpotential fordeployment onAnthony HendayDrive in Edmontonand Deerfoot Trail inCalgary

• Emergency callboxes (2-waycommunications)deployed alongHighways 1(Calgary to Banff), 2(Calgary toEdmonton), 2A(Blackfalds) andalong Deerfoot Trail– program underreview and may beabandoned

• Make provisions forfuture ITSapplications in thedesign of majorurban routes

• Introduce an incidentmanagement systemwhich will includeadding Closed CircuitTelevision (CCTV)cameras alongDeerfoot Trail

• Freeway and incidentmanagementsystems with CCTVon major routes withautomatic red-lightadjustment(possibility of red lightcameras) with real-time traffic signalcontrol adjustments

• Real-time warning atrail crossings

• In-vehicle real-timewarning at ruralhighway intersections

• Implement anoperations controlcentre to managevarious ITS programs

• Investigate/implement rampmetering as part offreewaymanagement toolsfor Deerfoot Trail

• Investigate/implement HighOccupancy Vehicle(HOV) lanedevelopment forDeerfoot Trail

• Trackoverweight/over-dimensionvehicles andlog hauls

• No means oftracking truckmovements

• Log haul vehiclesfollow predefinedroutes based onweight

• TransportationRouting and VehicleInformation System(TRAVIS) underdevelopment

• TRAVIS, includingroute selection, fullyoperational

• Global PositioningSystem (GPS)tracking truckmovements.Possibility of truckpermits being paid ona per kilometre basis

• GPS tracking of loghauls with links to theweigh scales at themill

• Facilitatecommercialvehicle USbordercrossing

• Joint bordercrossing facility

• Facilitated bordercrossings (pre-clearance, VehicleInspection Station(VIS), Weigh-in-Motion (WIM),automatic dataexchange)

CommercialVehicle

Operations-

Monitor truckcompliance

andmovements for

improvedsafety andefficiency

• Administercommercialvehiclepermits andlicenses

• International RateProgram (IRP), andCanadianAgreement onVehicle Registration(CAVR)

• Automated inter-provincial andinternationalpermitting


September 2000



Activities


• Enforceweight anddimensionregulations,and hours ofservice

• One semi-operationalAutomatic VehicleIdentification/Weigh-in-Motion(AVI/WIM) site atthe LeducInspection Station

• A WIM site is beingplanned forDeerfoot Trail inCalgary

• Make provisions forfuture ITSapplications in theplanning and designof facilities

• Fully operational AVIand WIM along ourNorth-South TradeCorridor (NSTC).System could beintegrated with adatabase for trafficforecasting for easyEquivalent SingleAxle Load (ESAL)determination

• Fully integratedAVI/WIM systemalong major provincialhighways

• On-board hours ofservice, fleet anddriver managementwith GeographicInformation System(GIS)

• Processvehicleclearance atinspectionstations

• Weigh-in-Motion(WIM), InternationalRate Program(IRP), prorate.Vehicles stop atscale for weighingand documentcheck (includingdangerous goods)

• WIM andtransponders toidentify vehicle anddangerous goods,including a link toregistries or IRP(prorate) to validateregistration

CommercialVehicle

Operations(cont.)

• Determineroad bans

• Road bansdeterminedmanually

• Automatic monitoringof thaw/frost inroadbeds (withposting on internet)

• Administerdriverrecords andlicensing

• Traffic violation datareceived viaelectronic interfacewith Alberta Justice.Data entry problemsand court interfacecan be delayed upto 3 days after theconviction

• Basic suspensioninformationavailable to officersthrough terminals invehicles or via radiocommunication

• Officers faxinformation(predisposition,vehicle seizures,hearings, etc.) todepartment formanual entry

• Electronic data input(information stillpassed through aninterface with AlbertaJustice)

• Basic informationavailable to allofficers from laptopsin the vehicle

• Some electroniccompletion andtransmittal directly toAlberta Infrastructure

• Full suspensioninformation availableto the officer on in-vehicle computers

• Fully on-lineintegrated andautomated amongpolice agencies,Alberta Justice,Government Servicesand AlbertaInfrastructure, thatupdates suspensionand convictioninformationautomatically

• All forms completedand transmittedelectronically in real-time

InformationWarehousing

-Collect

transportationdata for

improvedefficiency and

integrateddecisionmaking

• Collectcollision data

• Data hand recordedand passed intoeither a city orprovincial data entryunit - significantroom for error

• Information inputtedelectronically intoMotor Vehicle System(MOVES) databaseat event. GlobalPositioning System/GeographicInformation System(GPS/GIS) collisionlocations and speciallocation monitoring

• Fully integratedelectronic system(including vehicleseizure information,suspensions, fines,etc.)

• Collision recordsavailable graphically

• Use vehicle “blackbox” data recorderfor collision analyses


September 2000



Activities


• Collect trafficdata

• Collect speed andWeigh-In-Motion(WIM) data

• Automated loop andmanual trafficcounts

• Using 15 year oldDangerous Goodsorigin/destination(O/D) data

• Automatic vehicleclassifier that goesbeyond the standardclassification whendoing traffic counts

• Combine trafficbehavioural data withroadway parametersto develop, fine-tuneand verify new ITSdriven simulationmodeling

• Investigate/implement new trafficdata collectiontechnologies

• Expanded use ofintelligent trafficcounting

• Closed CircuitTelevision (CCTV)monitoring for O/Dsurveys on majorcorridors and trafficstudies at majorintersections2

• Potential fordangerous goodsO/D surveys

• Use “smart” vehicleprobes and roadsidelinks to obtain real-time traffic and otherconditions

• Use ITS-developedmicro/macrosimulation models fortesting new ITSstandards andimplementations

• Collect roadand relatedinventorydata

• Global PositioningSystem (GPS)videolog van –collects GPS taggedvideo images ofhighway androadside objects

• Purchasing GPSbackpack to gatherculvert and guardrailinventory

• Continue toinvestigate digitalvideolog technologies

• Integrate videologdata with thedepartment’sGeographicInformation System(GIS)

• Fully integrated GIS-based road inventoryand appurtenancemanagement

• Constructionandmaintenancemonitoring

• Winter 99/00 trial ofmaintenancetracking usingGlobal PositioningSystem (GPS)

• Pilot project wasdone onconstructionmaterial quantitymonitoring

• Possible use of GPSfor snow plowtracking and invoicing

• Construction materialquantity measuringvia GPS/ transpondertechnology

• Maintenance workperformance-basedmonitoring system

InformationWarehousing

(cont.)

• Collectgeotechnicaldata

• Manual datacollection processwith twice yearlysite visits

• Automated remoteinstrumentation (dataloggers, videocameras) to monitorpotentially unstablegeotechnical sites

2 Traffic data collection via department systems or in conjunction with in-vehicle systems, and subsequent modeling or microsimulation, may affect the real-time decisions of the department’s ITS.


September 2000



Activities


EmergencyManagement

Services-

Identification,notification and

guidance forimproved

response timesand increased

safety

• Assist withemergencyresponse toDangerousGoods (DG)incidents

• Review oflocalauthorities’DG routedesignations

• Manual DGdocument check

• Using 15 year oldDG origin/destination (O/D)data

• Automatic DGidentification viatransponder

• Provision of GlobalPositioning Systemmapping for easieremergency responseto incidents

• Potential for DG O/Dsurveys usingintelligent traffic datacollection

• Incident detection onmajor routes withadvisories viaChangeable MessageSigns, HighwayAdvisory Radio, etc.

• Install infrastructureto handle automaticvehicle emergencyresponse Maydaysystems

ElectronicPayment

• Applications with potential are electronic toll collection and smart card payment systems. These applications wouldbe private sector or industry driven but may impact Alberta Infrastructure

PublicTransportServices

• These applications (e.g. Global Positioning System tracking of transit and bus units, multi-modal and accessiblecomputerized reservations systems, automatic taxi dispatch) will be municipality and industry driven but mayimpact Alberta Infrastructure with respect to funding, leadership and integration with our Traveller InformationServices

Vehicle Safetyand Control

Systems

• Certain department applications will require co-ordination with industry – for example, the implementation of in-vehicle real-time warning at rural highway intersections or automatic vehicle speed controls will require integrationwith vehicle technology

• Certain applications will be industry driven but may impact the department with respect to infrastructure issues(e.g. installation of private transmitters along right of way, magnetized stripping on highways for vehicle-to-vehicleand vehicle-to-highway communication)

LIST OF ABBREVIATIONS

AMAAVIC-TEP

CANAMEX

CAVR

CCTVCMSCVODGESALGIS

Alberta Motor AssociationAutomatic Vehicle IdentificationCentre for TransportationEngineering and PlanningCANada, AMerica, MEXico 1,700mile highway corridorCanadian Agreement on VehicleRegistrationClosed Circuit TelevisionChangeable Message SignCommercial Vehicle OperationsDangerous GoodsEquivalent Single Axle LoadGeographic Information System

GPSHARHOVIRPMOVESNSTCO/DROWRWISTRAVIS

VISWIM

Global Positioning SystemHighway Advisory RadioHigh Occupancy VehicleInternational Registration PlanMotor Vehicle SystemNorth-South Trade CorridorOrigin/DestinationRight of WayRoad Weather Information SystemTransportation Routing and VehicleInformation SystemVehicle Inspection StationWeigh-in-Motion

APPENDIX B

ITS Strategic Plan B - 1

September 2000

References

Publications

1. An Intelligent Transportation System Plan for Canada: En Route to Intelligent Mobility,Transport Canada, TP 13501 E, November 1999.

2. Development of Canadian Architecture for Intelligent Transportation Systems - Final Report,Transport Canada, June 2000.

3. Intelligent Transportation Systems Benefits: 1999 Update, US Department of TransportationFederal Highway Administration, May 1999.

4. The Oregon ITS Strategic Plan: 1997-2017, Oregon Department of Transportation, May1998.

5. Technology in Rural Transportation “Simple Solutions”, US Department of TransportationFederal Highway Administration, FHWA-RD-97-108, October 1997.

Web Sites

1. http://www.its.dot.gov

2. http://www.itsdocs.fhwa.dot.gov

3. http://www.itscanada.ca

4. http://www.itsa.org

5. http://www.mitretek.org/its/benecost.nsf/CostHome?OpenFrameSet

http://www.its.dot.gov/

http://www.itsdocs.fhwa.dot.gov/

http://www.itscanada.ca/

http://www.itsa.org/

APPENDIX C

ITS Strategic Plan C - 1

September 2000

An Overview of ITS in Canada

Deployment Issues

A recent Transportation Association of Canada (TAC) national survey of provincial jurisdictionsidentified opportunities and barriers to ITS deployment in Canada:

Opportunities for ITS Barriers to ITS Deployment• Enforcement of regulations• Safety, road maintenance• Border crossings/trade corridors• Data collection, traveller information• Traffic management

• Lack of funding, and high costs relative tobenefits

• Lack of adequate staffing with necessaryskills and knowledge

• Lack of national and regional strategies

Canada faces unique challenges when it comes to ITS. Distinct features such as our large landmass, dispersed population, climate, existing ITS, use of the metric system, communicationrequirements (including infrastructure and bilingualism), and organizational relationships, will allaffect how ITS becomes integrated into our transportation systems provincially, nationally andinternationally.

Transport Canada

Transport Canada has assumed a key role in developing a national ITS plan. In November 1999,Transport Canada released “An ITS Plan for Canada: En Route to Intelligent Mobility.” TransportCanada promotes the use of ITS, and has suggested that future federal funding will likely beavailable for ITS projects. The plan focuses on five activity areas: partnerships for knowledge,developing Canada’s ITS architecture, multi-modal ITS research and development, deploymentand integration of ITS across Canada, and strengthening Canada’s ITS industry. The activityareas are at varying stages of development. Input from the relevant stakeholders, includingAlberta, is being sought.

Development of a Canadian ITS Architecture

In June 2000, Transport Canada released a final report on the development of the Canadian ITSArchitecture. This report presents a review of international architecture development andavailable ITS technologies, and their applicability to Canada. The report proposes a framework forthe Canadian ITS Architecture and identifies a number of Canadian ITS User Services.

Once completed, the Canadian ITS architecture will provide a framework for communicationamong the various ITS technologies. This is necessary to ensure that interoperable deploymentof ITS can occur across the nation and with the US. Given our country’s close ties to and thebenefits of interoperability with the US, Canada’s Architecture is being modeled after theAmerican’s. However, Canada’s distinct features are being considered in the development of ournational ITS architecture. The following diagram illustrates the framework of the Canadian ITSarchitecture:

ITS Strategic Plan C - 2

September 2000

CentresTravellers

Roadway

Vehicles

Ded

icat

ed S

hort

Ran

ge C

omm

unic

atio

ns

Veh

icle

to V

ehic

le C

omm

unic

atio

ns

Wireline (Fixed-Point to Fixed-Point) CommunicationsWide Area Wireless (Mobile) Communications

PersonalInformation

Access

RemoteTravellerSupport

ArchivedData

Management

InformationService

Provider

EmissionsManagement

CommercialVehicle

EmergencyVehicle

CommercialVehicle

Administration

Toll Collection

ParkingManagement

CommercialVehicleCheck

Vehicle

TransitVehicle

Roadway

IntermodalTerminal

IntermodalContainer

MaintenanceVehicle

TransitManagement

Fleet andFreight

Management

EmergencyManagement

TrafficManagement

TollAdministration

MaintenanceManagement

T h e C a n a d i a n T h e C a n a d i a n A r c hA r c h i t e c t u r i t e c t u r e f o r I T Se f o r I T S

Roadside

Other Jurisdictions

Canada has used ITS for over 25 years and other Canadian provinces are moving forward withITS development. Every province has at least one ITS application and many provinces are alsodeveloping ITS strategic plans to coordinate deployment. The most common ITS applications arein Travel and Traffic Management Services, Public Transport Services, Commercial VehicleOperations and Electronic Payment.

Documents

Intelligent Transportation Systems (ITS) Strategic plan · Intelligent Transportation Systems (ITS) Strategic Plan Developed by the ITS Task Group: Brian Marcotte, Infrastructure