Development and Deployment of Standards for Intelligent Transportation Systems Review of the Federal Program -- Special Report 280 (2004) / Chapter Skim
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Development and Deployment of Standards for Intelligent Transportation Systems Review of the Federal Program TRANSPORTATION RESEARCH BOARD OF THE NATIONAL ACADEMIES S P E C I A L R E P O R T 2 8 0 Development and Deployment of Standards for Intelligent Transportation Systems: Review of the Federal Program -- Committee for Review of the U.S. Department of Transportation's Intelligent Transportation Systems Standards Program Related titles from TRB Quality and Accuracy of Positional Data in Transportation -- National Cooperative Highway Research Program Report 506, ISBN 0-309-08781-3, 98 pages, 8.5 x 11, paperbound (2003)
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Transportation Research Board Washington, D.C. 2004 www.TRB.org Development and Deployment of Standards for Intelligent Transportation Systems TRANSPORTATION RESEARCH BOARD OF THE NATIONAL ACADEMIES S P E C I A L R E P O R T 2 8 0 Review of the Federal Program Committee for Review of the U.S.
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Transportation Research Board Special Report 280 Subscriber Category IVA highway operations, capacity, and traffic control Transportation Research Board publications are available by ordering individual publications directly from the TRB Business Office, through the Internet at www.TRB.org/ bookstore/, or by annual subscription through organizational or individual affiliation with TRB. Affiliates and library subscribers are eligible for substantial discounts.
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The National Academy of Sciences is a private, nonprofit, self-perpetuating society of distinguished scholars engaged in scientific and engineering research, dedicated to the furtherance of science and technology and to their use for the general welfare. On the authority of the charter granted to it by the Congress in 1863, the Academy has a mandate that requires it to advise the federal government on scientific and technical matters.
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57468_TRB_p000i_xiv 3/23/04 10:58 AM Page iv
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Committee for Review of the U.S. Department of Transportation's Intelligent Transportation Systems Standards Program Jonathan L
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57468_TRB_p000i_xiv 3/23/04 10:58 AM Page vi
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Preface "Intelligent" transportation systems (ITS) apply computers, information management, advanced electronics, and communications technology to reduce traffic congestion, enhance safety, save energy, and in other ways generally improve the performance of the nation's highways and transit.
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vi i i Development and Deployment of Standards for Intelligent Transportation Systems Statement of Task: Review of the USDOT's Intelligent Transportation Systems (ITS) Standards Program (Phase 2)
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Preface ix measures should the DOT use to assess the overall effectiveness of its standards-deployment activities? • "Interoperability" has been identified by many transportation professionals as the primary objective for the setting of ITS standards.
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x Development and Deployment of Standards for Intelligent Transportation Systems Various factors shaping the ITS Standards Program that provided the context for the committee's discussions are reviewed in Chapter 1. The committee's analysis of the major issues that have arisen in the standards program's implementation and progress is presented in Chapter 2; in some cases these issues arose from the sum of the committee's discussions rather than from a single meeting and letter report.
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Preface xi cussions by Broady Cash with ARINC in Annapolis, Maryland, Jules Madey of the New York State Thruway Authority, and Paul Najarian of ITS America. Bruce Schopp of the National Electronics Manufacturers Association; Joe Stapleton, formerly with the Georgia Department of Transportation and now with URS Corporation; and Bo Strickland, representing the American Association of State Highway and Transportation Officials, discussed their experience with development of common data structures and definitions underlying ITS standards development, particularly as they relate to the ITS Data Registry (refer to Appendix E)
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xii Development and Deployment of Standards for Intelligent Transportation Systems making certain that an independent examination of this report was carried out in accordance with institutional procedures and that all review comments were carefully considered. Responsibility for the final report rests entirely with the authoring committee and the institution.
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Executive Summary 1 1 Introduction 7 Standards Program Origin and Context 8 ITS Infrastructure 11 USDOT Strategy for Standards Development 12 Phase 1 Study Results 16 Deployment and the Phase 2 Study 20 2 Issues of Federal Involvement in Intelligent Transportation System Standards 26 Understanding Interoperability 26 Achieving Balance Among Stakeholder Interests 35 Facilitating Standards Deployment 39 3 Overcoming Impediments to Effective Intelligent Transportation System Standards 43 Achieving Interoperability 43 Expanding the ITS Market 46 Adopting ITS Applications 49 4 Recommendations 54 Contents 57468_TRB_p000i_xiv 3/23/04 10:58 AM Page xiii
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Appendices A Standards Applications Areas Considered in the Committee's Review 61 B Summary of Letter Report 1, Standards Deployment and Use 68 C Summary of Letter Report 2, Obstacles to Rapid Standards Deployment 72 D Summary of Letter Report 3, Lessons from Dedicated Short-Range Communications 78 E Summary of Letter Report 4, Intelligent Transportation Systems Data Registry 82 F Criteria for Evaluating Effectiveness of Federal Support for Intelligent Transportation System Infrastructure Standards 87 G User Services and User Services Bundles in the National Intelligent Transportation System Architecture, Version 4.0 89 Study Committee Biographical Information 91 57468_TRB_p000i_xiv 3/23/04 10:58 AM Page xiv
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Executive Summary This document is the final report from the Transportation Research Board's (TRB's) review of the Intelligent Transportation Systems (ITS)
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2 Development and Deployment of Standards for Intelligent Transportation Systems industry, government, and other interested parties. USDOT provides funds to participating SDOs, but committees of volunteers devise the standards.
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Executive Summary 3 gestions will require funds and professional resources that may exceed those made available to the standards program, the committee concludes its Phase 2 study with the following seven specific recommendations.
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4 Development and Deployment of Standards for Intelligent Transportation Systems system. Clearer reporting of the progress of the standards program -- and of ITS deployment generally -- is needed.
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Executive Summary 5 While rulemaking can be an effective and sometimes necessary means for establishing technical standards, the time required is long compared with the speed of ITS technology's evolution, the costs are high compared with the benefit of marginal increases in the likelihood that effective standards will be used, and the risks of imposing ineffective standards are significant.
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6 Development and Deployment of Standards for Intelligent Transportation Systems other than formal SDOs (industry and user consortia, for example) , provided that the standards development process continues to permit participation by all interested stakeholders.
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1Introduction Highway planners, engineers, and the public at large look forward to the increasing application of computers, communications, and information technologies to produce high-performing "smart" or "intelligent" transportation systems (ITS)
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8 Development and Deployment of Standards for Intelligent Transportation Systems established a Joint Program Office (JPO) to span the mode-specific perspectives of FHWA, the Federal Transit Administration, and USDOT's other modal administrations and to assume federal responsibilities for ITS development and deployment.
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Introduction 9 tems within four major classes: communication and control centers, the roadside infrastructure, vehicles, and travelers (see Figure 1-1) .5 Data moving through this web of interconnected elements are analyzed, interpreted, and acted upon to provide specific services such as controlling traffic flows, collecting tolls, routing emergency vehicles, reporting on road and traffic conditions, and the like.
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10 Development and Deployment of Standards for Intelligent Transportation Systems FIGURE 1-1 Schematic view of National ITS Architecture (a) as initially described to the committee and (b)
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Introduction 11 of a particular customer. There is, in fact, remarkably less standardization in surface transportation systems than might be expected.6 If ITS standards themselves are to function effectively and the benefits of a national architecture are to be realized, the standards must be used widely in actual ITS technology installations.
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12 Development and Deployment of Standards for Intelligent Transportation Systems systems that monitor operating conditions and prevent or respond quickly to problems (for example, a vehicle crash) , provide improved information to travelers and operators, and support intelligent-vehicle operations.
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Introduction 13 opment organizations (SDOs) -- professional and trade groups that serve as forums for discussion among industry, government, and other interested parties.
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14 Development and Deployment of Standards for Intelligent Transportation Systems USDOT has supported development efforts for more than 90 specific standards since the ITS Standards Program's inception. By mid-July 2000, 30 standards had been published by the SDOs.7 JPO staff reported to the committee in September 2003 that 82 standards have been approved by SDOs, that is, they are published or ready for publication.
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Introduction 15 accelerate the standards' acceptance and use (see Box 1-3)
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16 Development and Deployment of Standards for Intelligent Transportation Systems PHASE 1 STUDY RESULTS The Transportation Research Board's (TRB's) Phase 1 study of the ITS Standards Program commenced as the program was beginning the transition from development to deployment.
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Introduction 17 BOX 1-4 Phase 1 Study Recommendations for Enhancing ITS Standards Program Effectiveness [From Standards for Intelligent Transportation Systems: Review of the Federal Program (TRB, 2000)
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18 Development and Deployment of Standards for Intelligent Transportation Systems need should identify explicitly the standard's role in the realization of the National ITS Architecture.
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Introduction 19 standard for rulemaking should include completion of adequate validation and/or demonstration to ensure that the standard performs as desired. The committee recommends further that rulemaking be undertaken only for standards for which there are clearly established procedures for periodic review and updating to prevent these rules from hindering continued technological innovation.
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20 Development and Deployment of Standards for Intelligent Transportation Systems • Assignment of an independent advisory group -- with extensive privatesector involvement, especially from such fields as broadband wireless telecommunications and data management -- responsible for ensuring that standards are periodically reviewed and updated as warranted by technology change and ITS implementation experience (Recommendation 7)
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Introduction 21 BOX 1-5 ITS Standards Applications Areas (Adapted from USDOT–JPO groupings; bold indicates areas emphasized in the Phase 2 study) Center to center Data archival Incident management (emergency management systems)
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22 Development and Deployment of Standards for Intelligent Transportation Systems BOX 1-6 Applications Areas Discussed by the Committee (See Appendix A.) National Transportation Communications for ITS Protocol for Dynamic Message Signs: Defines the parameters for communication across the interface between traffic information center controllers and roadside display units of dynamic message signs used to provide information to road users (e.g., on congestion, crash incidents, or lane closures)
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Introduction 23 offer significant benefits if made available within the nation's transportation system.12 In its early discussions, the committee reflected on the characteristics and sources of standards that ultimately would be effective in directing ITS technology deployment, as a way to judge what standards and deployment activities should have priority for government support (see Box 1-7)
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24 Development and Deployment of Standards for Intelligent Transportation Systems without government support, then such support may not be warranted, even if the standards would contribute directly to achieving program objectives or realizing a preferred national architecture. The committee then considered how it might judge the likely effectiveness of federal support for development and deployment of ITS infrastructure standards and identified three primary criteria: goal consistency, role consistency, and efficiency (see Appendix F)
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Introduction 25 itly any single standard or group of standards. The selection of applications areas for Phase 2 consideration reflected the committee's general view that the standards in these areas would rate relatively well on the basis of these three criteria.
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2Issues of Federal Involvement in Intelligent Transportation System Standards The nation's surface transportation system develops and operates through the interaction of government and the private sector. The former builds and maintains roads and other infrastructure, and the latter provides and uses vehicles and other equipment that depend on that infrastructure.
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Issues of Federal Involvement in Intelligent Transportation System Standards 27 neers, traffic engineers, construction specialists, and others more typically concerned with highway system planning and management. This rich multidisciplinary mix has introduced new ways of thinking about highway traffic and its management and has presented communication challenges.
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28 Development and Deployment of Standards for Intelligent Transportation Systems ness is a matter of degree; a system may be relatively open even if it incorporates one or more closed or proprietary subsystems. Proponents of the open systems approach argue that open systems encourage competition among firms and technologies and facilitate expansion or upgrading when new technology and improved products become available.2 Critics claim that pursuit of open systems undermines commercial creativity by restricting how improvements may be made and substantially reducing the commercial advantages of developing innovative products.
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Issues of Federal Involvement in Intelligent Transportation System Standards 29 software that can be repaired and upgraded only by single suppliers. Open ITS systems, these agencies anticipate, will attract multiple suppliers and competition, giving purchasers a choice among alternative systems.
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30 Development and Deployment of Standards for Intelligent Transportation Systems this tension. The committee recommended in the Phase 1 study that JPO be vigilant to ensure that standards supported under the program were clearly and explicitly needed for realization of the National ITS Architecture and were unlikely to be developed without federal support.
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Issues of Federal Involvement in Intelligent Transportation System Standards 31 development program has been marked by the persistent inability of its participants to agree on working criteria for judging whether proposed standards will be effective in contributing to interoperability among ITS components and subsystems. For example, manufacturers may offer a device conforming to a particular standard designed to ensure interoperability, such as the National Transportation Communications for ITS Protocol (NTCIP)
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32 Development and Deployment of Standards for Intelligent Transportation Systems Differences among applications in how data elements, communication messages, and management variables are defined and recorded can subvert interoperability. For example, the committee learned of efforts by two agencies (one state, one local)
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Issues of Federal Involvement in Intelligent Transportation System Standards 33 uniformity of data concepts from one standard to another and reuse of previously developed data concepts, and thereby to be a means for encouraging harmonization of standards across all applications areas. In so doing, the ITS DR could be a fundamental tool for promoting and attaining broad ITS interoperability.
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34 Development and Deployment of Standards for Intelligent Transportation Systems of the national architecture, each referred to as a "regional ITS architecture," would be tailored to meet local needs by adding to or omitting services defined in the National ITS Architecture. The national architecture's developers assumed that implementation of all the services defined by the National ITS Architecture within any single metropolitan area, state, or other region would be highly unlikely.
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Issues of Federal Involvement in Intelligent Transportation System Standards 35 might use the dynamic message sign (DMS) standards]
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36 Development and Deployment of Standards for Intelligent Transportation Systems of its developers' commercial success, but now is a de facto standard in which no particular individual or group holds any proprietary interest.11 Because of such diverse standardization experience, the appropriateness of the federal government's role and the specific procedures for achieving ITS standardization have remained controversial. SDO-Based Standards Development Process As explained above, the Phase 1 report concluded that the ITS Standards Program's basic strategy for standards development -- relying on existing SDOs -- has merit.
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Issues of Federal Involvement in Intelligent Transportation System Standards 37 for the release of "provisional" standards before they are fully approved by all stakeholders, on the principle that use of the standards in the field is the only way to verify their effectiveness. Other SDOs insist that standards cannot be issued until a ballot signifies that all stakeholders judge the standards to be complete.
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38 Development and Deployment of Standards for Intelligent Transportation Systems ITS systems using federally sponsored standards in their designs and specifications. Each such installation typically would involve the application of several standards.
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Issues of Federal Involvement in Intelligent Transportation System Standards 39 This combination of delay in setting requirements and limited applicability of those requirements suggests that federally supported standards are unlikely to gain wide application unless users find them clearly helpful. The committee also took these observations as added support for its endorsement of the Phase 1 recommendation that rulemaking should be used sparingly, if at all, in deployment of ITS standards.
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40 Development and Deployment of Standards for Intelligent Transportation Systems and other materials made available both online and in more traditional formats. Training courses prepared by USDOT and the SDOs present groups of standards to practitioners in areas where ITS deployments are being considered.
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Issues of Federal Involvement in Intelligent Transportation System Standards 41 both using information primarily from test applications. While the committee endorses testing as a part of standards development, members expressed some concern in their discussions that estimates of benefits based on such tests may be premature.
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42 Development and Deployment of Standards for Intelligent Transportation Systems over time -- could be better measures of how effective the USDOT activities have been. In any case, the committee agreed that objective measures of the program's effectiveness will be important to the longer-term success of federally sponsored ITS standards and considered the matter further in developing its recommendations.
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3Overcoming Impediments to Effective Intelligent Transportation System Standards The committee devoted much of its attention to considering ways that issues raised in Chapter 2 might be addressed. In its discussions, the committee anticipated that the administrative context and structure of the Intelligent Transportation Systems (ITS)
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44 Development and Deployment of Standards for Intelligent Transportation Systems Consider emergency management services (EMS) applications, which the committee discussed early in the Phase 2 study and in its second letter report.
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Overcoming Impediments to Effective Intelligent Transportation System Standards 45 and MasterCard) , also may inhibit agency efforts to achieve interoperability across institutional boundaries, even when the agencies use similar toll-collection equipment.
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46 Development and Deployment of Standards for Intelligent Transportation Systems EXPANDING THE ITS MARKET One of the principles underlying federal involvement in ITS standards development has been that common national standards will facilitate development of a national market for ITS products. The committee agrees that the slow rate of diffusion of technology in the ground transportation system and the pattern of stakeholder interests in ITS impose practical limits on how well that principle can be realized.
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Overcoming Impediments to Effective Intelligent Transportation System Standards 47 such as roadside transceivers -- needed to enable other applications to be implemented.5 Public safety applications (e.g., EMS) appear promising.
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48 Development and Deployment of Standards for Intelligent Transportation Systems replacement of otherwise-functional components that do not meet the 5.9-GHz standards. The committee agreed that the basic strategy could be extended to other ITS applications areas.
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Overcoming Impediments to Effective Intelligent Transportation System Standards 49 to embrace more fully the broad scope of ITS technology by designating nationwide operating frameworks such as those used in 911, 311, and 511 services.8 Another possible model is the Federal Communications Commission requirement that cellular telephone providers be able to supply with a specified precision the location of telephones they service.9 ADOPTING ITS APPLICATIONS As the committee repeatedly remarked, simply increasing ITS market potential will not ensure that ITS applications are adopted. Purchasers of the technology, as well as its producers, must be convinced that the rewards of innovation are worth the risks.
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50 Development and Deployment of Standards for Intelligent Transportation Systems from different manufacturers initially could not be used together, even though the equipment conformed in all aspects to the draft standards. Drawing on its experience, the committee suggested a variety of mechanisms for verifying that products embodying new standards function as desired in a particular application.
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Overcoming Impediments to Effective Intelligent Transportation System Standards 51 sultants are likely to be needed to ensure that these sample specifications are appropriately modified for specific applications because most agencies lack the technical expertise to use such specifications most productively. The committee understands that JPO has begun to support development of sample specifications and associated education materials.
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52 Development and Deployment of Standards for Intelligent Transportation Systems of these activities adds value to the ITS deployment process, the ITS IV&V institution could plausibly be supported by fees for services it provides to ITS suppliers and users, although its services in refining the standards themselves could justifiably be supported by the standards program. Providing Direct Incentives to Encourage Early Adopters Although the committee expressed some reservations about the applicability of evidence being presented on the benefits being realized in ITS projects,13 such information may encourage ITS producers and users to make the effort to understand and apply federally sponsored standards.
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Overcoming Impediments to Effective Intelligent Transportation System Standards 53 organizations participating in the ITS Standards Program may not be able or willing to devote adequate resources and put in place effective mechanisms to ensure that ITS standards are maintained. The technologies underlying ITS continue to evolve at a rapid pace that will necessitate periodic review and updating to keep standards from becoming obsolete.
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4Recommendations As its Phase 2 review of the program ended, the committee agreed that adoption of intelligent transportation systems (ITS) can substantially improve the performance of the U.S.
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Recommendations 55 tion. The potential contribution to achieving functional interoperability at a national scale is certainly a key indicator of benefits, but contributions to safety, security, technological leadership, international trade, and other valid federal concerns are also justifiable bases for providing federal support.
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56 Development and Deployment of Standards for Intelligent Transportation Systems delay or failure of stakeholders to reach a consensus if federal support is withheld.
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Recommendations 57 • Formal adoption through balloting or another mechanism that unambiguously identifies a standard as being sufficiently mature to be used in practice; • JPO assessment of readiness for deployment, which would likely consider the number of applications that might realistically be expected in the near term (e.g., 3 to 5 years) , the number of manufacturers and system integrators capable of delivering ITS installations meeting the standard, and the availability of information and materials to facilitate the standard's application, such as sample specifications, documentation, and training programs; and • Postadoption support (e.g., training and maintenance)
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58 Development and Deployment of Standards for Intelligent Transportation Systems development. The costs associated with rulemaking and monitoring that federal requirements are met in procurements are high compared with the benefits of marginal increases in the likelihood that effective standards will be used.
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Recommendations 59 through appropriate administration of ITS demonstration projects -- is also warranted.
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60 Development and Deployment of Standards for Intelligent Transportation Systems ITS success. While the demarcation of that interface is not yet precisely defined, the interface itself is likely to be a fertile area for ITS innovation.
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A P P E N D I X A Standards Applications Areas Considered in the Committee's Review This listing of standards for each applications area is derived from a U.S. Department of Transportation (USDOT)
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62 Development and Deployment of Standards for Intelligent Transportation Systems Related Standards NTCIP 1101 Simple Transportation Management Framework [AASHTO 1101] NTCIP 1102 Base Standard: Octet Encoding Rules [AASHTO 1102]
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Standards Applications Areas Considered in the Committee's Review 63 IEEE P1512.1 Standard for Traffic IMMS for Use by EMCs IEEE P1512.2 Standard for Public Safety IMMS for Use by EMCs IEEE P1512.3 Standard for Hazardous Material IMMS for Use by EMCs IEEE P1512.a Standard for Emergency Management Data Dictionary NTCIP 1301 Message Set for Weather Reports NTCIP 1402 TCIP -- Incident Management Business Area Standard (note: TCIP = transit communications interface profiles) Related Standards ITE TM 1.03 Standard for Functional Level Traffic Management Data Dictionary ITE TM 2.01 Message Sets for External Transportation Management Center (TMC)
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64 Development and Deployment of Standards for Intelligent Transportation Systems Primary Standards NTCIP 1201 Global Object Definitions [AASHTO 1201] NTCIP 1202 Object Definitions for Actuated Traffic Signal Controller Units [AASHTO 1202]
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Standards Applications Areas Considered in the Committee's Review 65 Primary Standards ITE TM 1.03 Standard for Functional Level Traffic Management Data Dictionary ITE TM 2.01 Message Sets for External TMC Communication NTCIP 1210 Objects for Signal Systems Master SAE J2353 Data Dictionary for Advanced Traveler Information System (ATIS) SAE J2354 Message Set for ATIS Related Standards IEEE P1512.1 Standard for Traffic Incident Management Message Sets for Use by EMCs IEEE P1512.a Standard for Emergency Management Data Dictionary NTCIP 1102 Base Standard: Octet Encoding Rules NTCIP 1301 Message Set for Weather Reports NTCIP 2104 Subnet Profile for Ethernet NTCIP 2202 Internet (TCP/IP and UDP/IP)
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66 Development and Deployment of Standards for Intelligent Transportation Systems Primary Standards ITE TM 2.01 Message Sets for External TMC Communication ITE TS 3.TM Message Sets for External TMC Communication NTCIP 1401 TCIP -- Common Public Transportation Business Area Standard NTCIP 1403 TCIP -- Passenger Information Business Area Standard NTCIP 1404 TCIP -- Scheduling/Runcutting Business Area Standard NTCIP 1407 TCIP -- Control Center Business Area Standard NTCIP 1408 TCIP -- Fare Collection Business Area Standard SAE J2353 Data Dictionary for ATIS SAE J2354 Message Set for ATIS Related Standards ITE TM 1.03 Standard for Functional Level Traffic Management Data Dictionary NTCIP 1102 Base Standard: Octet Encoding Rules NTCIP 1301 Message Set for Weather Reports NTCIP 1402 TCIP -- Incident Management Business Area Standard NTCIP 1405 TCIP -- Spatial Representation Business Area Standard NTCIP 2104 Subnet Profile for Ethernet NTCIP 2202 Internet (TCP/IP and UDP/IP) Transport Profile NTCIP 2303 Application Profile for File Transfer Protocol NTCIP 2304 Application Profile for DATEX NTCIP 2305 Application Profile for CORBA NTCIP 2501 Information Profile for DATEX NTCIP 2502 Information Profile for CORBA SAE J2529 Rules for Standardizing Street Names and Route IDs SAE J2540 Messages for Handling Strings and Lookup Tables in ATIS Standards 57468_TRB_p061_067 3/23/04 11:07 AM Page 66
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Standards Applications Areas Considered in the Committee's Review 67 DEDICATED SHORT-RANGE COMMUNICATIONS FOR 5.9 GHz System for communicating between vehicles and roadside ITS components for collection of information about traffic conditions and dissemination of information for traffic control and public safety applications. System will operate in the 5.9-GHz segment of the radio frequency spectrum, where it has coprimary status with limited other uses.
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A P P E N D I X B Summary of Letter Report 1, Standards Deployment and Use The committee held meetings in March and June 2001 -- each approximately 2 days in length, at the National Research Council's facilities in Washington, D.C. -- to initiate its second-phase study and to discuss standards deployment and use, standards maintenance, and the U.S. Department of Transportation's (USDOT's)
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Summary of Letter Report 1, Standards Deployment and Use 69 bear on the issue of what role, if any, the federal government should play in encouraging ITS adoption -- including experience with standards development in other fields of technology, theories of how technological innovation progresses, concerns about ITS market scale and scope, and differences in practices among the 50 states and many local government agencies. Once developed, standards must be used in practice if they are to yield benefits.
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70 Development and Deployment of Standards for Intelligent Transportation Systems • Providing sample specifications for state and local agency use in ITS procurements, incorporating those standards that have been developed and tested; and • Addressing outreach and education materials to an audience that includes not only government agency personnel concerned with the procurement of ITS technology but also private-sector consultants and system integrators, because these latter professionals are most responsible for many of the technical decisions that shape ITS applications. INDEPENDENT VERIFICATION AND VALIDATION Drawing on their experience in other areas of technology procurement, the committee members asserted that determining whether particular products conform to standards is a difficult problem that can be effectively addressed with IV&V.
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Summary of Letter Report 1, Standards Deployment and Use 71 such as now are widely used for testing materials and products. The committee suggested that USDOT proactively encourage candidate testing organizations to participate in the IV&V program and seek to ensure that a viable business model for ITS IV&V is implemented, a model that ideally will be self-supporting, will not impose excessive costs or constrain technological innovation, and will be staged to ensure that early participants do not bear a disproportionate share of start-up costs.
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A P P E N D I X C Summary of Letter Report 2, Obstacles to Rapid Standards Deployment The committee held its third meeting of the Phase 2 study in November 2001. On the basis of previous discussions and negotiations between Joint Program Office and Transportation Research Board staff, the committee's intent in holding that meeting was to understand the dimensions of emerging obstacles to effective standards deployment and potentially develop effective strategies to overcome those obstacles.
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Summary of Letter Report 2, Obstacles to Rapid Standards Deployment 73 with institutional and cultural components -- that constrain their willingness and ability to adopt new technology meeting new standards. In addition, the prospect that continuing technology evolution may quickly make new investments obsolete deters some users from making early commitments to newly introduced applications.
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74 Development and Deployment of Standards for Intelligent Transportation Systems increasingly important interface between infrastructure and in-vehicle ITS components. These concerns could include security of data and traffic control systems, coordination of product performance characteristics among otherwise competitive producers, and allocations of liability in cases when privately collected traffic data are unavailable or erroneous.
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Summary of Letter Report 2, Obstacles to Rapid Standards Deployment 75 laboratory to verify that their products meet required standards. USDOT should facilitate ITS IV&V by encouraging public agencies to accept supplier-paid IV&V and encouraging candidate testing organizations to participate in the program, and should work with both to ensure that a viable ITS IV&V business model is implemented.
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76 Development and Deployment of Standards for Intelligent Transportation Systems could be made widely available on CD-ROM or as "test environments" on the Internet. The agency or laboratory responsible for IV&V could develop and distribute these test suites or test environments.
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Summary of Letter Report 2, Obstacles to Rapid Standards Deployment 77 initially failed to perform as expected. Such costs may discourage others from participating in prototyping and demonstration of new ITS infrastructure.
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A P P E N D I X D Summary of Letter Report 3, Lessons from Dedicated Short-Range Communications The committee held its fourth meeting of the Phase 2 study in June 2002. The meeting was postponed because of the September 11, 2001, terrorist attacks on the Pentagon and New York's World Trade Center.
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Summary of Letter Report 3, Lessons from Dedicated Short-Range Communications 79 manufacturers have expressed strong interest in applying the DSRC 5.9-GHz technology. A potential concern with DSRC applications is the absence of enabling infrastructure, such as roadside antennas.
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80 Development and Deployment of Standards for Intelligent Transportation Systems Committee members agreed that a marketing plan is needed for DSRC, a plan of action for encouraging deployment of DSRC technology, and that sponsoring preparation of such a plan would be an appropriate component of USDOT's standards development program. The public benefits of DSRC, which increase linearly with the miles of DSRCequipped roadway but exponentially with the number of equipped vehicles, will depend on the proportion of the vehicle fleet equipped with DSRC capabilities.
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Summary of Letter Report 3, Lessons from Dedicated Short-Range Communications 81 mature ITS technologies. While the committee members did not have the resources and time themselves to specify which standards should be included in this smaller group, the committee recommended that each selected standard include a well-articulated concept of operations and clearly stated requirements that are met by the standard, reflecting that concept of operations.
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A P P E N D I X E Summary of Letter Report 4, Intelligent Transportation Systems Data Registry The committee discussed the Joint Program Office's (JPO's) activities supporting development of an Intelligent Transportation Systems Data Registry (ITS DR)
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Summary of Letter Report 4, Intelligent Transportation Systems Data Registry 83 they define data concepts; and (d) convenient access to all the data concepts defined in the many ITS standards.
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84 Development and Deployment of Standards for Intelligent Transportation Systems By mid-2002, USDOT staff members were expressing concern that continued development and maintenance of the ITS DR, in its current form, would represent a substantial cost for the standards program, and that the benefits to be gained may not be proportionate to these costs. The white paper presented three options for streamlining the future management of the ITS DR's development and maintenance: (a)
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Summary of Letter Report 4, Intelligent Transportation Systems Data Registry 85 in ITS applications. Eliminating this concept would substantially diminish whatever value the ITS DR may have and the rationale for continued federal investment in ITS DR development.
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86 Development and Deployment of Standards for Intelligent Transportation Systems investment in the ITS DR can yield high returns with only a few users, if the ITS DR enables those users to develop new standards with reduced effort or to realize economies by purchasing ITS technology that incorporates proven data concepts. The committee agreed that revision of the website and application software to simplify data input and access is warranted if the ITS DR is to continue as an element of the ITS Standards Program.
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A P P E N D I X F Criteria for Evaluating Effectiveness of Federal Support for Intelligent Transportation System Infrastructure Standards The committee proposed three primary criteria -- goal consistency, role consistency, and efficiency -- for evaluating the likely effectiveness of federal support for development and deployment of intelligent transportation system (ITS) infrastructure standards.
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BOX F-1 Criteria for Evaluating Likely Effectiveness of Federal Support for Adoption and Application of ITS Infrastructure Standards A Goal consistency -- the proposed standards appear likely to enhance achievement of fundamental federal program goals.
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A P P E N D I X G User Services and User Services Bundles in the National Intelligent Transportation System Architecture, Version 4.0 User Services Bundle User Services 1 Travel and Traffic Management 1.1 Pretrip Travel Information 1.2 En Route Driver Information 1.3 Route Guidance 1.4 Ride Matching and Reservation 1.5 Traveler Services Information 1.6 Traffic Control 1.7 Incident Management 1.8 Travel Demand Management 1.9 Emissions Testing and Mitigation 1.10 Highway Rail Intersection 2 Public Transportation Management 2.1 Public Transportation Management 2.2 En Route Transit Information 2.3 Personalized Public Transit 2.4 Public Travel Security 3 Electronic Payment 3.1 Electronic Payment Services 4 Commercial Vehicle Operations 4.1 Commercial Vehicle Electronic Clearance 4.2 Automated Roadside Safety Inspection 4.3 Onboard Safety Monitoring 4.4 Commercial Vehicle Administrative Processes 4.5 Hazardous Material Incident Response 4.6 Commercial Fleet Management 5 Emergency Management 5.1 Emergency Notification and Personal Security 5.2 Emergency Vehicle Management 6 Advanced Vehicle Safety Systems 6.1 Longitudinal Collision Avoidance 6.2 Lateral Collision Avoidance 8 9 (continued on next page)
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90 Development and Deployment of Standards for Intelligent Transportation Systems 6.3 Intersection Collision Avoidance 6.4 Vision Enhancement for Crash Avoidance 6.5 Safety Readiness 6.6 Precrash Restraint Deployment 6.7 Automated Vehicle Operation 7 Information Management 7.1 Archived Data Function 8 Maintenance and Construction Management 8.1 Maintenance and Construction Operations SOURCE: itsarch.iteris.com/itsarch/html/user/userserv.htm. User Services Bundle User Services 57468_TRB_p089_090 3/23/04 11:18 AM Page 90
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Study Committee Biographical Information Jonathan L Gifford, Chair, 2002–2003, is Associate Professor and Director of the Master's in Transportation Policy, Operations, and Logistics in the School of Public Policy at George Mason University.
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92 Development and Deployment of Standards for Intelligent Transportation Systems Irwin Dorros is a telecommunications consultant and former Executive Vice President and Chief Technical Officer with Bell Communications Research (now known as Telcordia Technologies)
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Study Committee Biographical Information 93 Traffic Management and Maintenance Division.
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94 Development and Deployment of Standards for Intelligent Transportation Systems Scott E Stewart is a Managing Director of IBI Group, where he is responsible for the firm's transportation/systems practice worldwide.
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TRANSPORTATION RESEARCH BOARD 2004 EXECUTIVE COMMITTEE* Chair: Michael S
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Key Terms
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