Frontiers of Engineering Reports on Leading Edge Engineering from the 1997 NAE Symposium on Frontiers of Engineering (1998) / Chapter Skim
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Intelligent Transportation Systems
Intelligent Transportation Systems
Pages 89-102
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From page 91... ...
The inability to move people and goods within the transportation systems causes delays, lost productivity, and increased product costs. The average cost of this congestion for each of the 50 largest urban areas is over $1 billion per year (Lomax and Schrank, 1996~.
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From page 92... ...
, advanced traveler information systems (ATIS) , advanced vehicle safety systems, commercial vehicle operations, emergency management, and planning.
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From page 93... ...
On the surface street system, traffic signals are used at intersections to allocate capacity to the expected traffic flows. Some field devices, such as dynamic message signs and highway advisory radio, are used to communicate traffic information to aid managing traffic demand.
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From page 94... ...
gestion that is due to demand exceeding capacity or an incident, operators can implement a new traffic control strategy and disseminate information to travelers. The objective behind an ITS data management system is to store these data for developing future operational strategies, performing maintenance activities, training operations personnel, and planning future improvements to the system.
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From page 95... ...
Another concept, highlighted in Figure 2, is broadening advanced traffic management beyond highways and streets to include public transit, railroad, and emergency service operations. By integrating these subsystems, real-time information can pass between agencies to improve the effectiveness of providing other services.
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From page 96... ...
1131-9. College Station: Texas Transportation Institute.
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From page 97... ...
The core participants are Bechtel, the California Department of Transportation, Carnegie Mellon University, Delco Electronics, General Motors, Hughes Aircraft, Lockheed Martin, Parsons Brinckerhoff, and the University of California at Berkeley's California Partners for Advanced Transit and Highways (PATH) program.
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From page 98... ...
· Infrastructure supported: the highway infrastructure supports the AHS operation by gathering information using special sensors and communication devices and by providing information back to vehicles using special signage and communication devices. · Infrastructure managed: the highway infrastructure provides not only information but also commands to control the aggregate behavior of the AHS.
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From page 99... ...
This concept family adds vehicle-to-vehicle com munication to autonomous vehicles, thereby providing shared control infor
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From page 100... ...
Accordingly, in the short term we will see the commercial availability of vehicle-centered technologies such as adaptive cruise control, front collision warning, front collision avoidance, and lane keeping. Full automation is likely first to emerge in specialized transportation niches such as automation of port operations, truck fleets, and snow plows, before reaching the general consumer market.
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From page 101... ...
The link layer consists of the control strategies that highway segments follow in order to maximize throughput. Control laws are given as traffic state and observation feedback policies for controlling highway traffic using activity flow models.
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From page 102... ...
It poses institutional challenges with respect to the deployment of AHS technologies. The August 1997 NAHSC demonstration firmly established the technical feasibility of the different AHS technologies.
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