Practices on Acquiring Proprietary Data for Transportation Applications (2019) / Chapter Skim
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Pages 26-44
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26 This chapter discusses the practices transportation agencies use to acquire proprietary data. The findings are drawn primarily from survey responses submitted by representatives from state DOTs and MPOs.
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Practices on Proprietary Data Acquisition 27 Main Concerns When asked about the aspects of proprietary data agencies find most concerning, 29 responses were received. Figure 7 summarizes the responses by different concerns.
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28 Practices on Acquiring Proprietary Data for Transportation Applications penetration rate plays a critical role in data quality. Some agencies expressed concerns about low sample sizes on roadways in lower functional classes.
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Practices on Proprietary Data Acquisition 29 Oregon and Minnesota's DOTs provided the study team with their respective agency's DBPs. Both plans underscored proprietary data as an alternative to collecting and managing data in-house.
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30 Practices on Acquiring Proprietary Data for Transportation Applications Requirements in RFPs An RFP should define the data items that agencies want to acquire; requirements on data granularity and quality; instructions that proposers are to follow when submitting proposals; and terms of use, sharing, and archiving. An RFP should clearly convey the agency's needs and requirements in a manner that also encourages vendors to respond.
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Practices on Proprietary Data Acquisition 31 Requirement Utah Missouri Ohio Michigan Wisconsin Kentucky Arizona Data Quality Accuracy: At least 90% accurate or have a maximum error rate of 10%; Availability: At least 90% available between 6 a.m. and 10 p.m.; Quality: fitness of data for all purposes that require such data Accuracy: Required for vehicle flows exceeding 500 vphc; Availability: At least 99%; Reliability: At least 95% of all segments at all required timereporting intervals Accuracy: Plus or minus 4 mph or more accurate; Availability: Must be available for a minimum of 99% of the time for a billing period.
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32 Practices on Acquiring Proprietary Data for Transportation Applications as well as data delivery format. The data were to be acquired for the whole state and needed to be in 1-minute intervals with 1- and 3-minute update frequencies during the 5 a.m.–9 p.m.
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Practices on Proprietary Data Acquisition 33 have a common basis to compare proposals. The Utah DOT requested a cost proposal with separate costs for each item, including real-time data, historical data, analytics tool, and professional service.
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34 Practices on Acquiring Proprietary Data for Transportation Applications Vendor and product evaluation Twenty-seven states responded to the question with regard to whether the agency has formal guidelines to evaluate data products and vendors. At least 19 states (70.4%)
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Practices on Proprietary Data Acquisition 35 the importance of each factor in their respective evaluation. RFPs from Kentucky and Arizona do not specify points or percentages assigned to each criterion.
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36 Practices on Acquiring Proprietary Data for Transportation Applications License Agreement This section summarizes the survey responses on handling licensing and legal issues, including use and sharing restrictions and open records and privacy concerns. Use Restriction Most respondents stated that their agencies have no restrictions imposed on data use for the applications specified in agreements.
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Practices on Proprietary Data Acquisition 37 open records requests. Under the terms of these contracts, the agencies are to notify the vendor when open records requests are received and the vendor would be responsible for taking action, such as defending its right in state court to preserve the confidentiality of its data.
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38 Practices on Acquiring Proprietary Data for Transportation Applications roads because there are fewer probe vehicles sampled than on freeways. Some agencies may choose a gap-filling option when observed speeds are unavailable, but using imputed speeds may cause unexpected results.
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Practices on Proprietary Data Acquisition 39 available from them and must be obtained through the Highway Performance Monitoring System (HPMS) or other agency-maintained databases.
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40 Practices on Acquiring Proprietary Data for Transportation Applications from proprietary data and Ohio DOT data were similar. For external–internal and internal– external flows, both absolute and relative measures suggested a poor fit, implying that proprietary O-D data did not confirm the trip distribution pattern manifested in Ohio DOT data.
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Practices on Proprietary Data Acquisition 41 widespread market penetration of smartphone devices, and it is possible to infer home and work locations because of long-term device persistence. A final challenge is trip-length bias.
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42 Practices on Acquiring Proprietary Data for Transportation Applications Crowdsourced Incident Data A minimum of nine states have acquired and used crowdsourced incident data to complement real-time traveler information. The utility of incident data was rated as a 7.5, indicating that they offer a good enhancement to existing applications.
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Practices on Proprietary Data Acquisition 43 them an average utility rating of 8.1. Licensing or purchasing these data from a vendor eliminates the burden on agencies to collect and maintain data in-house.
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44 Practices on Acquiring Proprietary Data for Transportation Applications likelihood of misinterpretations, agencies will benefit from involving their legal departments in the contracting process. • Agencies should allocate sufficient time for solicitation, contract negotiations, and data integration, as delays can potentially occur during any stage of the procurement process.
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