Advanced Vehicle and Highway Technologies Special Report 232 (1991) / Chapter Skim
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cia1 Report 232 Vehicle and Highway Technologies sportation Research Board na! Research Council -.., Ii
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1991 TRANSPORTATION RESEARCH BOARD EXECUTIVE COMMITFEE Chairman: C MICHAEL WALTON, Bess Hams Jones Centennial Professor of Natural Resource Policy Studies and Chairman, Department of Civil Engineering, The University of Texas at Austin Vice Chairman: WILLIAM W
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Special Report 232 Advanced Vehicle and Highway Technologies Transportation Research Board National Research Council Washington, D.C.
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Transportation Research Board Special Report 232 Subscriber Categories IA planning and administration IV operations and safety Transportation Research Board publications are available by ordering directly from TRB. They may also be obtained on a regular basis through organizational or individual affiliation with TRB; affiliates or library subscribers are eligible for substantial discounts.
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Committee for the Study to Assess Advanced Vehicle and Highway Technologies DANIEL Roos, Chairman, Massachusetts Institute of Technology, Cambridge R WADE ALLEN, Systems Technology Inc., Hawthorne, California ALAN A
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Preface Many transportation professionals believe that highway applications of emerging navigation, communications, and vehicle identification and control technologies can contribute to the solution of congestion, safety, and other highway problems. Worldwide research and developthent in this area have intensified, and in the United States efforts are under way to launch a large-scale, public-private initiative that would demOnstrate the value of advanced technology in highways, produce applications that could provide short-term relief from current congestion and safety problems, and advance the technology so that more sophisticated and effective systems could eventually be built.
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Vi ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES Appendixes A and B and contributed to Chapter 4. Committee members Daniel Roos, Daniel Brand, and Steven E
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Contents Executive Summary 1 1 Introduction 15 Growth of Interest in IVHS, 15 Study Origin and Scope, 17 2 Background 20 Definition of IVHS, 20 Current U.S. Activities, 24 Summary, 28 3 A Vision of the Intelligent Vehicle/Highway System 29 IVHS in the 1990s, 30 Long-Range Significance of IVHS, 34 Next Steps, 41 4 System Architecture 42 Definition, 42 Examples of the Development Process, 44 Issues in IVHS Architecture Development, 47 Role of Research, Systems Engineering, and Evaluation of Field Tests, 50 International Coordination, 51 Conclusion, 52
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5 Public and Private Responsibilities 54 Policy Statements, 55 Roles in Operating IVHS, 56 Potential Benefits from Coordinated Operation, 59 Institutional Obstacles, 61 Overcoming the Obstacles, 63 Roles in Research and Testing, 66 Appendix A European and Japanese IVHS Development Programs 71 Appendix B History of Development of Advanced Traffic Management, Traveler Information, and Vehicle Control Technologies 78 Study Committee Biographical Information 83
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Executive. Summary I ntelligent vehicle/highway system (IVHS)
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ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES dealing with transportation problems, but rather a new capability that allows all the other tools to function more effectively. THE VISION While IVHS technologies are evolving, government and industry participants will need to maintain a vision of the ultimate aims of the development to provide an overall guiding philosophy for the process.
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Executive Summary Thus, the spectrum of responses made possible by IVHS ranges from managing demand to providing information that helps drivers make better choices to actually expanding capacity. Opportunity for Strategic Response to a Challenge IVHS can be a prototype for change in public- and private-sector organization.
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ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES ment systems, an additional 10 to 50 percent delay reduction from traveler information systems, lower freight costs from more efficient use of trucks, reduced pollutant emissions from reduced congestion, reduced fuel consumption, and several hundred lives saved annually. These benefits would be achieved in the projections even while only a minority of drivers had in-vehicle communication or navigation devices, and would accrue to travelers without such devices as well as those with them.
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Executive Summary markets for cars, for other travel-related products and services, and also for real estate, because changing the cost of transportation to a location will change the value of land at that location. PUBLIC AND PRIVATE RESPONSIBILITIES The new transportation technology demands new institutional arrangements.
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ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES dictions in urban areas. They need to commit adequate resources for traffic system operation and maintenance and acquire the necessary technical personnel to implement IVHS.
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Executive Summary program governed by the system architecture specification process. Without rigorous experimental design, development funds may be dissipated by diversion to projects that are not primarily IVHS tests, by efforts to spread funds evenly to all interested parties, or by haphazard conduct of demonstrations.
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ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES RECOMMENDATIONS National Program A national program should be maintained for research, testing, and initial implementation of IVHS. The functions of the national program should be to provide coordination and maintain system perspective for a program of research, standards development, and operational testing and to provide leadership to stimulate action by the many government and private entities that must be involved.
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Executive Summary Leadership DOT and IVHS America should lead in creation of the national program. DOT already has received funding from Congress and is committed to conducting a major research and field test program.
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10 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES agencies. Within the department, not only the Federal Highway Administration, but also the Urban Mass Transportation Administration, the National Highway Traffic Safety Administration, and the Research and Special Programs Administration will have responsibilities, because IVHS involves not only highway operations but also transit and safety, and will entail research.
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Executive Summary 11 A full partnership would involve joint commitment of resources toward mutually beneficial goals and shared governance. For the component of the national IVHS program that is devoted to conducting research with the longest-range goals (for example, development of automated highways)
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12 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES overall system, federal-aid highway program funding and planning provisions could be structured to promote and support definition of an integrated metropolitan system that could become the focus of capital investment and operational management decisions. Tort Liability Tort liability concerns, now a stumbling block, should be overcome.
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&ecurive Summary 13 harmful to market prospects to allow the government to attempt to define the system without substantial industry input. IVHS America has begun this task.
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14 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES major resources are not devoted to the most forward-looking elements, including advanced applications of traveler information systems and automatic vehicle control. Research and evaluation should be central to the national program, rather than adjunct activities.
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1 Introduction The application of electronics and communications technology to guide or control the operation of vehicles holds great promise for increasing the capacity of existing roads, reducing congestion and accident losses, and contributing to the ease and convenience of travel. These applications may provide current, individualized information to travelers that enables them to make better decisions about routes, times, and means of travel.
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16 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES location and communications systems for trucks) have been commercially developed.
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Introduction 17 It would encompass a broad range of technologies, including advanced traffic management, traveler information, fleet applications, and automatic vehicle control. Technologies evaluated would range from those available off the shelf to those.now purely conceptual.
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18 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES contribution by laying out technological and policy options and identifying the research needed to evaluate them. Since the study was proposed, planning for IVHS has proceeded rapidly.
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Introduction 19 Second, the committee considered the process necessary to define a system architecture, the specification of how the elements of the system fit together and relate to each other. Definition of the system architecture would allow developments by the multiple participants in IVHS to contribute compatibly to overall systems and would structure the research and test program to allow it to evaluate design options systematically.
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Background After a definition of intelligent vehicle/highway system (IVHS) technology, the current IVHS-related initiatives in the United States are described.
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Background21 U.S. Definition Traffic Management In the United States, the definition of IVHS elaborated by the Mobility 2000 group is widely recognized (1)
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22 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES Traveler Information The second Mobility 2000 category is advanced traveler information systems, navigation and telecommunications systems to provide the traveler with information such as location, traffic conditions, route guidance, and parking location. This information could be available to drivers via on-board units incorporating communications and navigation capabilities and an audiovisual user interface.
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Background 23 distress calls. In addition to information systems, the vehicle control systems for crash avoidance and high-speed travel described in the following sections would have intercity and rural applications.
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24 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES programs abroad are described in Appendix A in order to illustrate the complementaiy visions of IVHS being explored overseas. The definitions of IVHS in the United States, Europe, and Japan illustrate that IVHS technology falls into two general categories: information technology and automatic control technology.
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Background 25 ously, and this has made the IVHS alternative more attractive. In particular, the construction of new roads in order to relieve traffic congestion is increasingly encountering land use limits.
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26 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES des equipped with intelligent navigation consoles. This experiment will demonstrate traveler information system technology.
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Background 27 Universities have also been active in IVHS research. The University of California, Berkeley; Texas A&M University; the University of Michigan; and Massachusetts Institute of Technology have longstanding IVHS research programs, and several other institutions have begun active programs.
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28 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES SUM1VIARY Although the United States has lagged behind Europe and Japan in organizing large-scale research programs in IVHS, it is now showing some beginnings. DOT and now IVHS America are playing increasingly active roles in coordinating activities at the national level, and federal funding for IVHS research and field testing in fiscal year 1991 has been increased sharply.
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A Vision of the Intelligent Vehicle/Highway System As government and the private sector work toward launching a national program to develop and apply intelligent vehicle/highway system (IVHS) technology, participants will need to maintain a vision of the ultimate aims of the development to provide an overall guiding perspective and to define for policy makers and the public what is at stake.
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30 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES The vision presented in this chapter is a statement of reasonable possibilities. It is a projection based largely on judgment, because testing of most IVHS components has been very limited and therefore concrete evidence of performance is, for the most part, lacking.
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Vision of the Intelligent Vehicle/Highway System31 "Smart" traffic signals that genuinely maximize the efficient use of roads, reducing stops and delays; Aids to tell drivers where they are when traveling in unfamiliar areas and to show where their destinations are; Driver information systems that display congestion information and assist the driver in selecting the best route; Systems to provide travelers with reliable transit and ridesharing information about vehicle locations and arrival times and ridesharing opportunities; A general facility for providing a variety of information to travelers that is tailored to their locations and needs, as IVHS comes to constitute an information utility; Systems to warn each driver of potential rear-end, sideswipe, or head-on collisions before they occur, so that the driver can take corrective action; Devices to sense lapses in driver performance and aid in driving tasks (e.g., cruise control that responds to changes in speed and distance of the vehicle ahead) ; Systems to help police, fire; ambulance, and transit services dispatch their vehicles as quickly as possible to where they are most needed; and Systems to improve the efficiency of truck operations, reducing paperwork and delays and thereby helping to reduce the cost of all goods shipped by truck.
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32 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES Advanced driver information systems in use in the most congested areas. These would provide current, continuous congestion and route guidance information to drivers and also provide other information services.
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Vision of the Intelligent Vehicle/Highway System 33 Research and testing have not yet succeeded in answering many fundamental questions concerning appropriate applications, technological feasibility, cost-effectiveness, and market acceptability of these systems. The timetable proposed by Mobility 2000 must therefore prove its worth as it is carried out.
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34 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES Thus, IVHS development and use are already realities, and the questions to be decided are the scale of the development, whether the most cost-effective system designs will be discovered and adopted, and whether short-range implementations will create a foundation for further development. Integration and planning are necessary to avoid piecemeal, suboptimal results.
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Vision of the Intelligent Vehicle/Highway System 35 munication of travel-related information and allow a new, coordinated but decentralized approach to provision of transportation services, relying on the ability of travelers to use information rationally before and during their trips. As yet, road transportation and transit remain relatively unpenetrated by the information revolution that has altered many other aspects of work and leisure.
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36 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES time a person drives a car onto a congested roadway, far more aggregate delay is imposed on others -- on the system -- than on the driver. In the language of the economist, the marginal private cost of highway travel is much less than the marginal social cost of travel on the already congested highway system.
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Vision of the Intelligent Vehicle/Highway System 37 the nation. Predicting the effects of IVHS is not just a technology problem.
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38 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES vehicle identification to enforce emissions standards (5)
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Vision of the Intelligent Vehicle/Highway System 39 the vehicle ahead of it if that vehicle is traveling slower than the cruise control set point speed. This can help make driving with cruise control easier and safer, avoiding the problem of "creeping up" on slowermoving vehicles.
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40 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES serious investigation. As the ultimate goal toward which IVHS technology is advancing, it merits sufficient effort in defining its attributes now so that the course of IVHS development remains compatible with its realization.
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Vision of the Intelligent Vehicle/Highway System 41 problem solutions that cannot be foreseen today. IVHS design must not foreclose this natural development.
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11 System Architecture The long-term viability of a complicated, evolving technological system is critically dependent on the care with which its architecture is defined at the start. If the architecture has been defined too narrowly or without consideration of future needs and technological progress, the system is unlikely to be able to adapt successfully.
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System Architecture43 another supplier's equipment, or with a different technology, without affecting other parts of the system. An open architecture, by use of well-defined, publicly available interface standards and the treatment of individual components as black boxes, allows for multivendor systems, technological advancement, and evolutionary growth without requiring new systems.
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44 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES sound, flexible, and operationally robust architecture. A major part of this effort is the development or use of interface standards.
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System Architecture 45 cations media. Electronic systems in the aircraft and on the ground have the capacity to automatically select the appropriate path and switch the associated systems.
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46 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES the marketplace in order to survive and would have to serve a diversity of user needs. These differences suggest that IVHS needs a standardsgeneration mechanism with wider participation and greater dependence on consensus than the ATN process.
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System Architecture 47 which the project has dealt are similar to those that IVHS architecture and standards specifications activities must face, and the experience of the ATCS project represents a resource upon which IVHS efforts can draw (3,4)
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48 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES levels versus cost and risk. This partial list of issues should provide an indication of how challenging the process is likely to be.
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System Architecture 49 elers the same access to communications that they have at work or at home. User Requirements and Human Factors Developing user requirements is an important and difficult part of system architecture development.
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50 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES to change, once implemented. Careful analysis is necessary to ensure an optimal decision.
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System Architecture 51 open to all interested participants. In this way, the group's authority for developing standards is derived from its constituency.
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52 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES international marketplace with important developments arising from Europe and Japan, the process should encourage international participation. The organization of IVHS research and testing as well as standards development in the United States should seek to maximize the extent of international communication and cooperation.
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System Architecture 53 growth potential to accommodate long-term needs. The system-level design and evaluation work that must be performed in support of the development of this architecture is likely to be the most technically challenging assignment of all.
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5 Public and Private Responsibilities Nearly every U.S. organization participating in intelligent vehicle/ highway system (IVHS)
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Public and Private Responsibilities55 ment and industry should evaluate their options to decide what arrangements best match their interests. Efforts at public-private partnership will be successful only if they are based firmly on the interests and capabilities of each sector.
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56 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES ership with AASHTO in arranging IVHS demonstrations. A 1990 AASHTO resolution (4)
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Public and Private Responsibilities 57 choose to assume in the operation of IVHS. The issues that must be confronted are illustrated by the example of traveler information systems.
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58 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES agency directly or by a private contractor paid by the government, with the government retaining ultimate control. The examples illustrate that many forms of cooperation are possible.
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Public and Private Responsibilities 59 POTENTIAL BENEFITS FROM COORDINATED OPERATION Public-private partnership in providing IVHS services will be justified if systems serve the interests of the public and private sectors jointly and also function better or at lower cost when produced in partnership rather than by either sector alone, or if systems that would not be built at all by either sector independently become feasible and beneficial to both when produced by a partnership. From the public-sector point of view, IVHS holds great promise for yielding public benefits from applications that the private market would not produce on its own.
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60 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES the opportunity to participate in a way that would allow the realization of the public benefits of the system provided largely at private expense. Independent development would be no more ideal from the privatesector point of view.
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Public and Private Responsibilities 61 might not be sufficient to sustain a market. In this latter circumstance the public sector must take the lead in developing and promoting the system; the absence of private-sector interest does not mean that the public benefits must be lost.
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62 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES dustry or industry-government links may prevent capitalizing on business opportunities that IVHS offers. The common perception in the United States has been that industry has been a reluctant partner to government in initial efforts to advance an IVHS program.
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Public and Private Responsibilities 63 OVERCOMING THE OBSTACLES Necessary reforms to improve government's ability to manage complex traffic management systems might include reassignment of traditional traffic management roles among governmental agencies and creation of new interjurisdictional authorities. A practical program to foster metropolitan coordination would be voluntary and based on incentives (e.g., earmarked funding assistance for projects that involved unified traffic control across jurisdictional boundaries)
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64 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES sector possesses by providing a public service for which a market is not feasible. Issues concerning liability for such contracted services may have to be resolved before this approach can be an important option for IVHS.
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Public and Private Responsibilities 65 Within the private sector, innovation in organization may be essential to capitalize on the business possibilities IVHS presents. Taking advantage of IVHS opportunities may require new organizational arrangements to overcome fragmentation of interests, including mechanisms for forming broad consortia and new forms of cooperative relationships with government.
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66 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES If the market for IVHS services develops and government provides the appropriate legal and regulatoiy setting, private provision of IVHS services can be extensive. There would be a risk, however, in an arrangement that placed primary reliance on the private sector without close public-sector involvement in planning and operations -- this outcome might fall greatly short of producing the full benefits of integrated public-private operation.
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Public and Private Responsibilities 67 public versus private provision of particular IVHS services) and alternative organizational arrangements within government (e.g., multijurisdictional traffic management)
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68 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES components from different private providers or different regions of the country should not be precluded. These conditions can be met through a national IVHS program to conduct research and field operational testing.
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Public and Private Responsibilities 69 test projects, and public and private participation in organized proceedings to define system architecture and standards. However, to conduct research with long-range goals (e.g., development of automated highways)
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70 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES TI! Communications.
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Appendix A European and Japanese 1VHS Development Programs This appendix describes current national and international intel-ligent vehicle/highway system (IVHS) development programs in Europe and Japan and the conceptions of IVHS underlying them for comparison with current U.S.
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72 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES around a group of demonstration projects called Common European Demonstrators that are implemented each year. These are vehicles equipped to demonstrate technical feasibility of such functions as tracking the position of nearby vehicles, controlling headway, and navigating autonomously.
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Appendix A73 Finally, the traffic and fleet management system uses vehicle-toinfrastructure communications to provide capabilities such as navigation and parking location. The vehicle and the roadside infrastructure would be connected by a bidirectional data link that would allow exchange of information with an installed IVHS data network that had traffic control capabilities.
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74 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES issues, and traffic control. The last of the groups of research projects examines low-level components such as communication architectures, digital maps, and freight management strategies.
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Appendix A 75 but there is only one-way communication to vehicles and no highspeed data transmission. Systems were first tested in 1988, and a major field test was performed in 1990.
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76 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES perform dead-reckoning navigation using an on-board microcomputer that would monitor the vehicle's movements and track them on a digital road map stored in memory. The information services functions would use roadside beacons for two-way communications between vehicles and a traffic system center.
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AppendLcA 77 R Von Tomkewitsch.
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Appendix B History of Development of Advanced Traffic Management, Traveler Information, and Vehicle Control Technologies Despite the current high degree of interest in IVHS, the ideas behind the technology are not new. Computerized traffic control systems have been implemented in many cities throughout the world during the past three decades, and significant research projects on route guidance and vehicle automation have also been conducted during this period.
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Appen&x B79 system entered planning in 1955 and was in operation in 1960. This system demonstrated during the 1960s all the major freeway control components, including surveillance by television and sensors, trafficresponsive ramp metering, variable signs on the freeway and on connecting roads, and incident management (8)
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80 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES 6,000 vehicle detectors, 94 TV monitor cameras, and some 100 vanable signs throughout the city (12)
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Appendix B 81 tively little new research literature on roadway automation appeared in the 1980s (16)
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82 ADVANCED VEHICLE AND HIGHWAY TECHNOLoGIEs A Taragin.
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Study Committee Biographical Information Daniel Roos, Chairman, is Director of the Center for Technology, Policy, and Industrial Development, Japan Steel Industry Professor at the Massachusetts Institute of Technology, and Director of the International Motor Vehicle Program. He received a B .S., M.S., and Ph.D.
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84 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES Simulation and Measurement of Vehicle and Operator Performance.
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Study Committee Biographical Information 85 the Institute of Transportation Engineers IVHS Committee.
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86 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES ing; past chairman of the TRB Executive Committee; and a member of the Board of Directors of the Eno Foundation for Transportation, Inc.
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Study Committee Biographical Information 87 Craig Marks is Vice President, Technology and Productivity, for Allied-Signal, Inc., Automotive Sector. He received a B .S., M .
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88 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES James Pitz is a civil engineer with Howard Needles Tammen and Bergendoff.
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Study Committee Biographical Information 89 member of the Society of Automotive Engineers, a fellow member of the Institute of Electrical and Electronic Engineers, and a member of the National Academy of Engineering. Donald L
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90 ADVANCED VEHICLE AND HIGHWAY TECHNOLOGIES Tarnoff was with the Federal Highway Administration from 1971 to 1975 and with Planning Research Corporation from 1975 to 1984. His responsibilities at Farradyne have included principal in charge of FHWA's Pathfinder project; participant in the application of wide-area vehicle detection systems to the automated identification of incidents; project manager for FHWA's OPAC project; project manager for the implementation of a 1,200-intersection traffic signal system in Washington, D.C.; project manager for the design of the Dallas, Texas, traffic control system; and analyst of the Overland Park traffic signal system upgrading, which included the use of the NETSIM simulation.
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The Transportation Research Board is a unit of the National Research Council, which serves the National Academy of Sciences and, the National Academy of Engineering. The Board's purpose is to stimulate research concerning the nature and performance of transportation systems, to disseminate the information produced by the research, and to encourage the application of appropriate research findings.
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