minnesota statewide regional its architecture

Minnesota Statewide RegionalITS ArchitectureVersion 2009

March 2009

Prepared for:

Prepared by:

Volume 3: Advanced Traffic Management Systems Market Package Bundle

Minnesota Statewide Regional ITS ArchitectureVersion 2009

Volume 3: Advanced Traffic Management SystemsMarket Package Bundle

Prepared by

URS Corporation

In association with

TranSmart Technologies, Inc.

March 2009

Minnesota Statewide Regional ITS Architecture Version 2009Volume 3: Advanced Traffic Management Systems

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TABLE OF CONTENTS

1. Overview ........................................................................................................................... 1

1.1 ITS Planning and Regional Architecture Update ........................................................1

1.2 Volume 3 – Advanced Traffic Management Systems.................................................2

2. Identification of Existing Advanced Traffic Management Systems .............................. 3

3. Development Objectives.................................................................................................. 4

4. Needs and Services ......................................................................................................... 6

5. Detail of ATMS Needs and Services................................................................................ 9

6. ATMS Research and Development Needs ...................................................................... 9

Appendix A: Existing/Planned ATMS Elements................................................................... 11

Appendix B: MN ITS Development Objectives..................................................................... 20

Appendix C: Needs and Services Detail............................................................................... 24

Appendix D: ATMS Market Packages and Descriptions...................................................... 66


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ACRONYMS

AD Archived Data ManagementAMBER America’s Missing: Broadcast Emergency ResponseAPTS Advanced Public Transportation SystemATIS Advanced Traveler Information SystemATMS Advanced Traffic Management SystemATR Automated Traffic RecorderAVL Automatic Vehicle LocationAVSS Advanced Vehicle Safety SystemCAD Computer Aided DispatchCARS Condition Acquisition and Reporting SystemCCTV Closed Circuit TelevisionCICAS Cooperative Intersection Collision Avoidance SystemCTS Center for Transportation Studies (University of Minnesota)DDS Data Distribution ServerDMS Dynamic Message SignDOT Department of TransportationEM Emergency ManagementEVP Emergency Vehicle PreemptionFHWA Federal Highway AdministrationFIRST Freeway Incident Response Safety TeamGIS Geographic Information SystemHAR Highway Advisory RadioHOT High-Occupancy TollHOV High-Occupancy VehicleHRI Highway-Rail intersectionICM Integrated Corridor ManagementIEEE Institute of Electrical and Electronics EngineersITS Intelligent Transportation SystemsIWZ Intelligent Work ZoneLED Light Emitting DiodeMCM Maintenance and Construction ManagementMDT Mobile Data TerminalMn/DOT Minnesota Department of TransportationMPCA Minnesota Pollution Control AgencyMSP Minnesota State PatrolMTO Minnesota Traffic ObservatoryODS Office of Decision Support (Mn/DOT)OIM Office of Investment Management (Mn/DOT)PDA Personal Digital AssistantPSAP Public Safety Answering PointRTMC Regional Transportation Management CenterRWIS Road Weather Information SystemSOV Single Occupancy VehicleTDA Office of Transportation Data & Analysis (Mn/DOT)TMC Transportation/Traffic Management CenterTOCC Transportation Operation and Communications CenterUPA Urban Partnership AgreementVSL Variable Speed Limit

Minnesota Statewide Regional ITS Architecture Version 2009 Volume 3: Advanced Traffic Management Systems

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1. Overview 1.1 ITS Planning and Regional Architecture Update The Minnesota Statewide Regional ITS Architecture represents a shared vision of how each agency’s systems work together by sharing information and resources to enhance transportation safety, efficiency, capacity, mobility and security. The information exchange among the many transportation stakeholders helps illustrate various integration options, gain consensus on cost-effective ITS technologies and systems to be considered prior to investing in design, development and deployment of ITS. The Regional ITS Architecture is a living document and will evolve as needs, technology, stakeholders and funding change. The National ITS Architecture is a resource to the Minnesota Statewide Regional Architecture providing framework for planning, defining and integrating ITS. The Minnesota Statewide Regional ITS Architecture is organized as follows:

Volume 1 – Overview: Volume 1 identifies the purpose/need, a general description of the region, development objectives, and performance measures for the Minnesota Statewide Regional ITS Architecture.

Volumes 2 thru 7 – Development and Documentation of Market Package Bundles:

Each volume will be specific to the corresponding Market Package Bundle and include: a description of the Market Package Bundle, ITS development objectives, a summary of needs and services, and a detailed description of needs and services (consisting of the operational concept, inventory, specific market packages to address needs and services, interconnects and architecture flows, and functional requirements).

Volume 8 – Regional ITS Architecture: Volume 8 consists of the hard copies of the

Turbo Architecture outputs and the corresponding electronic files.

Volume 9 – Regional ITS Architecture Implementation Projects: This volume describes processes for developing an ITS program and projects and identifies an implementation project summary and corresponding project detail for each project. The project detail will include a project description, dependencies, time frame, project champion and any agency agreements required.

The purpose for developing Volumes 2 through 7 was to identify and prioritize stakeholder needs; gather information on existing infrastructure, components and technology; and define stakeholder roles and responsibilities in planning, deploying, operating and maintaining existing and future ITS systems. Data collection activities were conducted early in the study process and focused on two primary tasks:

1. The assemblage of an inventory of existing and planned transportation infrastructure and, facilities and services.

2. The assessment of statewide needs and opportunities for further deployment of ITS needs.


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Previously published transportation plans were the main source of data about characteristics ofthe existing transportation system, planned improvements, transportation system needs andgoals. Strategic and long-range planning studies, ITS deployment and safety plans, transitstudies and transportation planning and policy documents were reviewed.

1.2 Volume 3 – Advanced Traffic Management Systems

Advanced Traffic Management Systems (ATMS) include the gathering of surveillanceinformation related to traveler movements and other conditions that may affect mobility and,using that surveillance information, to manage the overall performance of transportationsystems, particularly safety, travel time, and travel time reliability.

Development of Volume 3 – ATMS entailed the project Consultant to work closely with Mn/DOTand stakeholders to identify and prioritize stakeholder needs; gather information on existing andfuture ITS infrastructure, components and technology; and define the stakeholders roles andresponsibilities in planning, deploying, operating and maintaining existing and future ITSsystems.

Volume 3 summarizes the findings of data collection and analysis activities conducted tosupport development of the ATMS Market Package Bundle. Volume 3 is organized with thefollowing sections:

Section 1: Overview provides a brief project overview and the purpose of thisdocument.Section 2: Identification of Existing Advanced Traffic Management Systemsprovides a brief overview of statewide ATMS deployments with a detailed listing ofexisting/planned systems in Appendix A.Section 3: Development Objectives provides an overview of the Minnesota ITSDevelopment Objectives specific to ATMS. This section summarizes the results of anATMS stakeholder workshop conducted in 2006 to obtain feedback on the MinnesotaITS Deployment Objectives. These objectives are used to identify needs and gaps,which will then be used to identify services to address those needs.Section 4: Identification of Needs and Services. Based on the ITS DevelopmentObjectives, needs were identified and prioritized by the stakeholders. Services wereidentified to address those prioritized needs.Section 5: Detail of ATMS Needs and Services describes, for each identifiedNeed/Service, the following information:

o Operational Concept - who is currently using the service and how they areusing it. Users include both managers of a system and other users, like thetraveling public, who use an end service.

o Existing Capabilities - what systems are currently in place that are used toprovide this service and who operates these services.

o Gaps and Planned Enhancements - enhancements that can be made to betterprovide the service and address needs, who will use these enhancements, andwhat they will be used for. These enhancements can include expanding systemsto geographic areas that currently do not have access to the service, enhancingan existing service to provide greater functionality or use by more groups, orimplementing a new system to address a gap.

o Roles and Responsibilities - what roles stakeholders need to fulfill to make theservice operate successfully throughout a system’s lifecycle (planning, design,implementation, operations, and maintenance).


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o Interconnects - the communications linkages between subsystems orstakeholders to provide the service.

o Archive Needs - what data is generated for the service that should be archived,who is responsible for archiving, and any special needs or requirements for sucharchiving.

o Associated Market Packages - other Market Packages that the service fallsunder. This includes both Market Packages within the Market Package Bundleand those in other Market Package Bundles.

Section 6: ATMS Research and Development Needs describes general research thatcan be performed to help implement the identified services.

2. Identification of Existing Advanced Traffic Management Systems

ATMS deployments are located throughout Minnesota and have aided highway and transitoperations to gather and provide traveler movements that affect mobility. Using that availableinformation has improved the overall performance of the Minnesota’s transportation systems,particularly in safety, travel time, and travel time reliability.

Traffic management systems can be used to affect traffic on either expressways or arterials. Ina large metropolitan area, operators at the traffic management center (TMC) can monitorexpressway conditions using traffic sensors. TMC operators can use CCTV cameras todetermine the cause of delay or unusual traffic flow and use appropriate countermeasures torespond. If congestion is caused by demand exceeding capacity, the TMC can use HOV/HOTlanes, lane control signals, ramp meters and DMS to help alleviate the congestion. If thecongestion is caused by an incident, the TMC can alert roadways service patrol or emergencyresponders. Traffic management can also be used on arterials to make travel safer and moreefficient. Cameral images and detector data from arterials can be monitored at a local TMC.Traffic signals along arterial corridors can be coordinated to help improve traffic flow andparking management systems can direct vehicles to available parking spots.

Traffic management can also be used in non-urban areas. TMCs in these areas can provide anintegrated regional communication and transportation operations network serving rural and thesmaller urban areas. The TMC can monitor roadways using CCTV cameras and communicatewith emergency responders and maintenance fleets to respond to incidents or inclementweather. Automated roadway gates can be used to close roads if driving conditions are unsafe.Roadside DMS can be used at planned special events or recreational travel generators to guidetraffic and provide estimated travel times.

An inventory of existing and planned ATMS ITS systems (e.g. centers, devices andinfrastructure) in Minnesota is described in Appendix A. This inventory summarizes a list ofexisting and programmed ITS systems in the state, their general description, associatedstakeholder that are involved with their operations and management, and their currentdeployment. The systems described in Appendix A are Minnesota-specific implementations ofsubsystems described in the National ITS Architecture.


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3. Development Objectives

Transportation needs identify the transportation problems that can be solved by ITS services.They also represent a link to transportation planning efforts that define the strategies andsolutions to address problems and challenges. These strategies involve capital improvementsas well as operational improvements. ATMS ITS solutions involve services that improve theoverall performance of transportation systems, including safety, travel time, and travel timereliability.

ATMS involves the gathering of surveillance information related to traveler movements andother conditions that may affect mobility and, using that surveillance information, to manage theoverall performance of transportation systems, particularly safety, travel time, and travel timereliability. The goal of ATMS is to improve transportation systems operations through the use ofadvanced monitoring, communication systems, control systems and system integration betweenmultiple jurisdictions. The following Minnesota ITS Development Objectives, specific to ATMS,are steps to determine and/or measure whether or not ATMS goals are being achieved. Acomplete list of Minnesota ITS Development Objectives is included in Appendix B.

A. Improve the safety of the State’s transportation systemA-1. Reduce crash frequency (ATMS, ATIS, APTS, CVO, EM, MCM & AVSS)

O-1 Reduce crashes due to road weather conditionsO-2 Reduce crashes due to unexpected congestionO-3 Reduce secondary crashesO-4 Reduce incident clearance timeO-5 Reduce crashes due to red-light runningO-8 Reduce crashes due to roadway/geometric restrictionsO-9 Reduce crashes at railroad crossingsO-10 Reduce crashes at intersectionsO-11 Reduce speed differentialO-12 Reduce crashes due to driver errors and limitationsO-13 Reduce crashes involving pedestrians or non-motorized vehiclesO-14 Reduce violation of traffic laws

A-2. Reduce fatalities and life changing injuries (ATMS, ATIS, CVO, EM & AVSS)O-5 Reduce crashes due to red-light runningO-9 Reduce crashes at railroad crossingsO-10 Reduce crashes at intersectionsO-11 Reduce speed differentialO-15 Reduce emergency/incident response timeO-16 Enhance emergency/incident response effectivenessO-17 Safeguard public safety personnel while they are at roadway incidents and

emergenciesO-18 Reduce speed violations

A-3. Safeguard the motoring public from homeland security and/or Hazmat incidents(ALL)O-15 Reduce emergency/incident response timeO-22 Reduce exposure due to Hazmat & homeland security incidents

A-4. Reduce crashes in work zones (ATMS, ATIS, EM & MCM)O-4 Reduce incident clearance timeO-11 Reduce speed differentialO-24 Reduce congestion and delay


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B. Increase operational efficiency and capacity of the transportation systemB-1. Reduce overall delay associated with congestion (ATMS, ATIS & MCM)

O-4 Reduce incident clearance timeO-15 Reduce emergency/incident response timeO-16 Enhance emergency/incident response effectivenessO-24 Reduce congestion and delayO-26 Maintain smooth traffic flowO-27 Reduce incident detection and verification time

B-2. Increase average vehicle occupancy and facility throughput (ATMS & APTS)O-30 Increase carpoolersO-31 Increase throughput of roadways

B-3. Reduce delays due to work zones (ATMS, ATIS, EM & MCM)O-4 Reduce incident clearance timeO-24 Reduce congestion and delayO-26 Maintain smooth traffic flow

B-4. Reduce traffic delays during evacuation from homeland security and Hazmatincidents (ALL)O-24 Reduce congestion and delay

B-5. Enhance efficiency at borders (ATMS, CVO, EM & AVSS)O-32 Reduce delays at border crossings

C. Enhance mobility, security, convenience, and comfort for the transportationsystem userC-1. Reduce congestion and incident-related delay for travelers (ATMS, ATIS & APTS)

O-4 Reduce incident clearance timeO-15 Reduce emergency/incident response timeO-16 Enhance emergency/incident response effectivenessO-24 Reduce congestion and delayO-26 Maintain smooth traffic flowO-27 Reduce incident detection and verification timeO-34 Enhance parking facility services and management

C-2. Improve travel time reliability (ATMS)O-24 Reduce congestion and delayO-26 Maintain smooth traffic flow

C-3. Increase choice of travel modes (APTS & ATMS)O-33 Keep travelers informed of travel conditions

C-4. Enhance traveler security (APTS & EM)C-5. Reduce stress caused by transportation (ATMS, ATIS, APTS, EM & MCM)

O-11 Reduce speed differentialO-14 Reduce violation of traffic lawsO-18 Reduce speed violationsO-24 Reduce congestion and delayO-33 Keep travelers informed of travel conditionsO-34 Enhance parking facility services and management

D. Enhance the present and future economic productivity of individuals,organizations and the economy as a wholeD-1. Reduce travel time for freight, transit and businesses (ATMS, ATIS ,APTS & CVO)

O-24 Reduce congestion and delayO-26 Maintain smooth traffic flow


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D-2. Improve travel time reliability for freight, transit and businesses (ATMS, APTS &CVO)

O-26 Maintain smooth traffic flowD-3. Increase agency efficiency (ATMS, APTS, AD, CVO, EM & MCM)

O-29 Enhance transit operations efficiencyD-4. Safeguard existing infrastructure (CVO, EM & MCM)D-5. Aid in transportation infrastructure and operations planning (ALL)

O-41 Enhance planning with better dataO-42 Enhance investment decision making

D-7. Reduce vehicle operating costs (ATMS, APTS, CVO & AVSS)O-24 Reduce congestion and delayO-26 Maintain smooth traffic flow

E. Reduce energy consumption, environmental impacts and costs of transportationE-1. Reduce emissions/energy impacts and use associated with congestion (ATMS,

ATIS & CVO)O-43 Enhance compliance of air quality standardsO-24 Reduce congestion and delayO-26 Maintain smooth traffic flowO-33 Keep travelers informed of travel conditions

E-2. Reduce need for new facilities (ATMS,CVO & MCM)O-31 Increase throughput of roadways

E-3. Reduce negative impacts of the transportation system on communities (APTS,ATMS, EM & MCM)O-14 Reduce violation of traffic lawsO-30 Increase carpoolers

4. Needs and Services

An ATMS stakeholder workshop was conducted on August 30, 2006 to obtain feedback on theMinnesota ITS Development Objectives and determine ATMS needs and services in the state.Based on the Objectives, the facilitators of the workshop provided functional and informationalneeds to the ATMS stakeholder group to review and further develop into an ATMS ITS needsand service list. The group was then asked to prioritize the identified needs and services.

Table 1 displays the Specific Functional/Informational Needs/Services as potential solutions andenhancements. Priority is indicated in the Priority Points column, with each point representingone vote from each attendee at the ATMS workshop. Due to time constraints, some functionaland information needs were identified but did not get voted on by the stakeholder group.Additionally, other needs were introduced after the voting occurred. These needs and servicesare designated with an “n/a” in the Points column. Table 1 also provides the ATMSDevelopment Objectives and ITS Architecture Market Packages the potential solutionscorrespond with. The potential solutions and enhancements identified in Table 1 will provide therequired service(s) to fill the gaps summarized in Appendix C. This appendix will take the ATMSNeeds and associated ATMS Solutions and define what and how the system will be used, whowill use it and who is responsible for planning, design, implementation, operation andmaintenance of the system.


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Table 1. ATMS Needs and Potential Solutions

* Discussions on needs/solutions fall under other market package bundles can be found incorresponding Market Package Bundle documents.

ID Need/Potential Solution PriorityPoint

ATMSDevelopment

Objective

National ITSArchitectureReference

TM01 Provide efficient signal timing 11 O-24, O-26 ATMS03,ATMS07

TM02 Implement red-light running technology 9 O-5, O-10, O-16 ATMS01,ATMS03

TM03 Use archived data for traffic managementstrategy development and long rangeplanning

8 O-41, O-42 ATMS09, AD1,AD2

TM04 Provide cameras at locations with highincidents and areas of high importancefor incident identification and verification

8 O-4, O-15, O-16,O-21, O-24, O-26, O-27

ATMS01,ATMS08

TM05 Provide incident and congestioninformation to travelers

8 O-1, O-2, O-3, O-24, O-26, O-30

ATMS06,ATIS01, ATIS02

TM06 Provide speed enforcement at high risklocations to improve safety

7 O-11, O-18, O-26 ATMS19

TM07 Provide lane and shoulder control 6 O-24, O-26, O-30 ATMS04TM08 Provide enhanced manual or automated

speed enforcement to improve safety6 O-11, O-18 ATMS19, MC08

TM09 Share surveillance video, data, and otherinformation with PSAPs

6 O-4, O-15, O-16,O-24, O-26, O-27

ATMS01,ATMS08, EM01

TM10 Utilize variable speed limits 6 O-1, O-2, O-3, O-8, O-11, O-26

ATMS04

TM11 Operate reversible lanes 5 O-24, O-26, O-30, O-31

ATMS18

TM12 Reduce clearance time for primarycrashes

5 O-4, O-15, O-16,O-26, O-27

ATMS08, EM01,EM02

TM13 Provide incident information toemergency management agencies

4 O-2, O-3, O-24,O-26, O-33

ATMS06

TM14 Monitor operation and performance oftraffic signals

4 O-24, O-26 ATMS03

TM15 Provide operating speed/travel timeinformation to travelers

2 O-24, O-26, O-33 ATMS01,ATMS06,ATIS01

TM16 Identify alternate routes 2 O-1, O-2, O-4, O-22, O-24, O-26

ATMS08, EM09,EM10

TM17 Provide travel information on specialevents

2 O-24, O-26 ATMS06,ATIS01

TM18 Provide dynamic speed feedback todrivers and enforcement agencies

2 O-1, O-2, O-3, O-8, O-11, O-26

ATMS19, MC08

TM19 Operate in-pavement dynamic lanemarkings

1 O-24, O-26 ATMS04

TM20 Operate dynamic shoulders 1 O-24, O-26, O-30, O-31

ATMS04,ATMS05,ATMS10

TM21 Provide information on parkingavailability

1 O-24, O-26, O-34 ATMS16,ATMS17

TM22 Provide a system-coordinated responsefor incidents

1 O-4, O-15, O-16,O-27

ATMS08


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Table 1. (Continued)

ID Need/Potential Solution PriorityPoint

ATMSDevelopment

Objective

National ITSArchitectureReference

TM23 Operate ramp meters n/a O-2, O-3, O-11,O-24, O-26, O-31

ATMS04

TM24 Operate freeway/expressway DMS n/a O-2, O-3, O-11,O-24, O-26, O-33

ATMS06

TM25 Operate CCTV cameras n/a O-21, O-24, O-26, O-27

ATMS01

TM26 Operate MnPASS HOT lanes n/a O-24, O-26, O-30, O-31


TM27 Provide HOV bypass lanes at rampmeter locations

n/a O-24, O-26, O-30 ATMS05

TM28 Provide railroad flashing light signals andgates

n/a O-9 ATMS13,ATMS14

TM29 Provide automated/remote control gatesystems

n/a O-1, O-2, O-16,O-22, O-24

ATMS21

TM30 Provide simple and integrated electronicpayment systems

n/a O-34 ATMS10,ATMS16,APTS04

TM31 Monitor and collect air quality data n/a O-43 ATMS11TM32 Provide curve speed warnings n/a O-1, O-8, O-33 ATMS19TM33 Provide intersection collision avoidance

systemsn/a O-8, O-9 AVSS05,

AVSS10TM34 Provide roadway flood warnings n/a O-1, O-33 ATMS06, MC12TM35 Provide vehicle overheight

detection/warning systemsn/a O-8, O-33 ATMS06, EM05

TM36 Implement Integrated CorridorManagement (ICM) strategies

n/a O-24, O-26 O-28,O-31, O-27

ATMS01,ATMS03,ATMS04,ATMS05,ATMS07,ATMS10,ATMS18

TM37 Provide safe signal phase transition n/a O-5, O-10, O-14 ATMS03TM38 Provide health monitoring of rail

crossingsn/a O-9 ATMS13,

ATMS14TM39 Monitor queue length at ramps, incidents,

and work zonesn/a O-2, O-11, O-16,

O-24, O-25, O-26ATMS01, MC08

TM40 Enhance enforcement in work zones n/a O-18, O-25 ATMS19, MC08TM41 Improve incident investigation

capabilitiesn/a O-4, O-16, O-17 ATMS08

TM42 Use roadside data collectors todetermine locations with high incident ofspeeding

n/a O-11, O-14, O-41 ATMS01,ATMS19

TM43 Notify travelers of snowplow operationsand cleanup using DMS

n/a O-1, O-12, O-26,O-33

ATMS06, MC06

WZ09 Provide dynamic late merge systems forconstruction/maintenance activities

1 O-24, O-25, O-26 MC08


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5. Detail of ATMS Needs and Services

A detailed description of each ATMS Needs and Services for Minnesota is found in Appendix C.Appendix C contains a table listing the services sorted by Market Package and details for theservice. The details described in the table include:

Operational Concept: Describes who is currently using the service and how theyare using it. Users of the service include both managers and operators of a systemand other users who may be impacted and/or benefit from such a service, such asother agencies and the traveling public.Existing Capabilities: Describes what systems are currently in place that are usedto provide this service and who operates these systems and provides such services.Gaps and Planned Enhancements: Summarizes enhancements that can be madeto better provide the service and address needs, who will use these enhancements,and what they will be used for. These enhancements include expanding currentsystems to geographic areas that presently do not have access to the service,enhancing an existing service to fill identified gaps or use by more groups, orimplementing a new system to address a need.Roles and Responsibilities: Describes the roles and responsibility of involvingstakeholders to make the service operate successfully throughout a system’slifecycle (planning, design, implementation, operations, and maintenance).Interconnects: Presents the communications linkages between subsystems orstakeholders to provide the service.Archive Needs: Summarizes what data is generated for the service that should bearchived, who is responsible for archiving, and any special needs or requirements forsuch archiving.Associated Market Packages: Describes other Market Package(s) required todeliver the desired service. This includes both Market Packages within the ATMSMarket Package Bundle and those in other Market Package Bundles.

6. ATMS Research and Development Needs

In order to fill gaps in ATMS services, some research must be performed to test solutions andgain a greater understanding of what can effectively address identified needs. Research andTechnology development needs and opportunities for ATMS are summarized in the following:

Freeway/Expressway Management and Operations Develop and evaluate more effective queue detection systems for traffic back up Test cost-effective surveillance systems for remote/rural areas Explore technologies for monitoring traffic and travel conditions in rural areas Improve vehicle detection technologies Continue refining ramp metering algorithms Improve automated congestion and incident detection and alerts Explore ICM strategies and evaluate their effectiveness Test dynamic lane marking systems Improve dynamic pricing algorithms Test and evaluate location based pricing Develop automated vehicle occupancy detection system


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Test HOT/parking payment integrationArterial Management and Operations

Develop and test methods to measure travel times on arterials Test real-time arterial performance monitoring system Improve automated video detection and alerts Test effective engineering and enforcement countermeasures for red-light running Develop automated incident warning systems for intersections Investigate methods and technologies for improving traffic signal operations Develop traffic management plans as well as evacuation plans for new event venues

and traffic generators Test use of transit vehicles as traffic probes

Traffic Safety Study traffic conditions conducive to crashes Test dynamic speed feedback systems Test curve warning systems Test intersection collision avoidance systems Test lane departure systems Test traffic calming/driver warning system Develop new systems/refine developed systems to warn drivers of animals crossing

roadways in rural areas Develop low-cost rural highway-railroad intersection warning systems Develop pedestrian and bicycle warning systems

Incidents/Emergency Response Improve incident identification and notification Explore methods to improve emergency vehicle response routing Improve emergency vehicle preemption systems

Information Dissemination Develop new video coding and data transmission methods Test real-time travel condition information dissemination to mobile devices Test use of symbols on DMS

Traffic Diversions Develop dynamic automated alternate route identification system Research impacts on traffic and infrastructure of diversions onto surface streets Develop methods to produce comparative travel times between multiple routes Test automated gate control system

Traffic Operations and Management Planning Incorporate non-ideal conditions into models Develop improved ways to access and search archived data Test new data gathering and archiving techniques Develop planning and operations models that incorporate non-ideal conditions such as

lane closures and emergencies


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Appendix A: Existing/Planned ATMS Elements

System MarketPackage Description Stakeholder Status

911 DispatchCenter

ATMS08, AD1 This element represents the dispatchcenters that receives 911 calls anddispatch the appropriate sheriff, police,fire and EMS for traffic incidents. Somecenters are equipped with computeraided dispatch (CAD) systems. Dispatchcenters coordinate traffic incidentresponses and exchange mutual aid andincident information with agencies asnecessary.

Minnesota StatePatrol, LocalAgencies

Existing

Animal CrossingWarningRoadsideEquipment

ATMS01,ATMS06

This represents roadside equipment thatincludes laser/light emitters along theroadway, along with a series of staticdeer warning signs with light flashers.When an animal breaks the beam, theflashers on the three signs nearest thedeer are activated, providing additionalwarning to motorists. Equipment isinstalled near Camden State Park inMn/DOT District 8 along TH 23.

Mn/DOT Existing

AutomatedTraffic RecorderRoadsideEquipment

ATMS01 This element represents roadsideequipment that collects data on trafficpatterns and volumes. Data iscommunicated back to the AutomatedTraffic Recorder (ATR) central systemsreside in TMCs (i.e. RTMC, TOCCs, andlocal TMCs). Data is also collected,processed, and archived by TMCs.

Mn/DOT, LocalAgencies

Existing

CCTV RoadsideEquipment

ATMS01 This element represents CCTV camerasdeployed along the roadside by variousagencies and municipalities throughoutMinnesota. Cameras are controlled andmonitored by TMCs.


Existing

Data DistributionServer

AD1 The Data Distribution Server (DDS) is acustom designed, real-time datadistribution system used at the Mn/DOTRTMC from which data is shared withother agencies.

Mn/DOT Existing

DynamicMessage SignRoadsideEquipment

ATMS06 This element represents portable andpermanent Dynamic Message Signs(DMS) operated throughout the stateused to convey driver information onspecial events, maintenance andconstruction activity, travel time, incidentmanagement, AMBER alerts, andtransportation and national emergencies.


Existing


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EmergencyVehicleEquipment

ATMS08 This element represents vehicleequipment on emergency vehicles thatcommunicates with 911 centers (e.g.AVL, MDT, voice/video/datacommunications, transponder/transmitterfor signal pre-emption). Agenciesoperating emergency vehicles includeMinnesota State Patrol, and variouscounties and cities throughout Minnesota.

Minnesota StatePatrol, LocalAgencies

Existing

HighwayAdvisory RadioRoadsideEquipment

ATMS06 This element represents roadsideequipment that facilitates the operation ofHighway Advisory Radio (HAR)throughout Minnesota. HAR is controlledby Mn/DOT District Offices throughoutthe state.

Mn/DOT Existing

In VehicleSigningRoadsideEquipment

ATIS09 This represents roadside equipment thatemits a radio signal to In-Vehicle SigningVehicle Equipment equipped with theproper receivers at railroad crossings andother intersections.

Mn/DOT Existing

In VehicleSigning VehicleEquipment

ATIS09 This represents an in-vehicle signingsystem that was installed in 29 schoolbuses in the City of Glencoe. The systemis activated when a receiver on theschool bus traveling toward the crossingcomes within range of a radio signalemitted at the crossing. The systemoperates by providing the school busdriver with two types of information on railcrossings: the bus’s proximity to an at-grade railroad crossing (crossing alert)and whether or not a train is present at ornear the crossing (train warning). Bothvisual and variable audio signals aregiven. The system was operational forthe 1997/1998 school year. The systemwas initially installed at signalized railroadcrossings but the test was later expandedto evaluate the technology for use atunsignalized or passive crossings.

Mn/DOT Existing

IntersectionCollisionWarningRoadsideEquipment

AVSS05 This represents roadside equipment thatprovides drivers on rural roadways withadvance warning information, indicatingwhen entry into an intersection is notsafe. Roadside equipment will bedesigned to detect vehicles within aspecified zone and send messages toother roadside equipment locatedupstream of the detection zone, whichwill alert oncoming motorists of vehiclepresence that can not be seen by thedriver on the roadway.

Mn/DOT Planned


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Lane ControlRoadsideEquipment

ATMS04 This element represents roadsideequipment that warns drivers withelectronic displays about the open orclosed status of traffic lanes along theroadway.

Mn/DOT Existing

Lane/RampAccess ControlRoadsideEquipment

ATMS18,ATMS21

This represents an automated gateclosure system located on I-90 inJackson, MN that is activated duringsevere weather events and other severeincidents requiring freeway closures forwinter roadway maintenance and snowplowing. The system includes automatedgates, CCTV cameras that monitor eachdirection of travel at the intersection, andautomated signs that warn drivers thatthe road ahead is closed. Allcomponents of the system are monitoredand controlled by the Mn/DOT District 7BOffice in Windom, MN.

Mn/DOT Existing

Lift Bridge TrafficControl CentralSystem

ATMS20 This represents the central controlsystem that manages Lift Bridge TrafficControl Roadside Equipment in Stillwater.

Mn/DOT Existing

Lift Bridge TrafficControlRoadsideEquipment

ATMS20 This represents roadside equipmentcontrolled by an operator at the LiftBridge Traffic Control Central System inStillwater.

Mn/DOT Existing

Local TMCs ATMS01,ATMS03,ATMS06,ATMS08

This element represents local centersthat facilitate traffic management on aroadway network from a central locationthat provides roadway monitoring, signalsystem control, remote equipmentcontrol, and communications with fieldpersonnel and other agencies.

Local Agencies Existing

MinneapolisTMC

ATMS01,ATMS03,ATMS06,ATMS08

The City of Minneapolis operates aTraffic Management Center that providestraffic-responsive and time-of-dayoperation and an extensive selection ofon-line database operations. City ofMinneapolis plans to upgrade signalcontrollers throughout the City,implement an adaptive signal timing plangeneration algorithm for the existingtraffic control system in Minneapolis, andallow for CCTV video sharing betweenkey stakeholders.

City ofMinneapolis

Existing


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MinnesotaConditionsAcquisition andReportingSystem (CARS)

ATMS06, AD1,AD2

This system represents a central sourceof roadway event information for both themanagement and dissemination of traffic-related information to the traveling public.The system is maintained by the Mn/DOTOffice of Maintenance and data is inputthroughout Mn/DOT at District Officesand District TOCCs. Minnesota StatePatrol users also enter information toCARS on road conditions, construction,incidents, special events, and overdimension vehicle restrictions each day.CARS also manages automated dataentry for congestion in the Twin Citiesmetro area based on information fromAutomated Traffic Recorder RoadsideEquipment and it provides travelerinformation for use in the display of roadconditions on cable access television. InMn/DOT District 7, data entry occurs viaweb-enabled cellular telephones withapproximately 75 users, primarily snowplow operators. Similar deployment isplanned for Mn/DOT District 6.Integration of CARS with 911 ComputerAided Dispatch System is planned.

Mn/DOT Officeof Maintenance

Existing

MnPASSRoadsideEquipment

ATMS10,ATMS18

Roadside equipment includes variablemessage signs to display toll amountsthat vary by time of day and/or levels oftraffic congestion on toll facility andflashing roadside beacons to indicate thatproper toll amounts have been paid foruse of the HOT (High-Occupancy Toll)Lane facility. Equipment also includesramp access controls to prevent driversfrom entering the HOT Lane facility.MnPASS is designed to improve I-394efficiency by increasing person andvehicle-carrying capabilities in the HOVlane. The existing High-OccupancyVehicle (HOV) lanes along I-35Wbetween I-494 and Burnsville Parkwaywill be converted into HOT lanes. Inaddition, the HOT Lane will be extendednorth from I-494 to 46th Street. HOTlane tolls will be priced dynamicallybased on the level of demand for theHOT lanes.

Mn/DOT Existing

MnPASS ServiceCenter

ATMS10 This element represents the center thatperforms administrative functions relatingto I-394 MnPASS operations.

Mn/DOT Existing


15


MnPASS VehicleEquipment

ATMS10 This element represents the transponderthat supports automated payment of tollsalong the I-394 MnPASS Lane.

Travelers Existing

NeighboringState TrafficManagementCenters

ATMS07,ATMS08

This element represents trafficmanagement centers located outside thestate of Minnesota that plan to coordinatetraffic control and information in borderareas. This includes the North DakotaDOT Traffic Operations Center, the NorthDakota DOT Maintenance Office, theFargo Traffic Operations Center, theWisconsin DOT Traffic Operations Centerin Superior, and the Iowa DOT.

NeighboringStates

Existing

NeighboringState TrafficManagementCentersRoadsideEquipment


This element represents roadsideequipment whose control plans to beshared between Minnesota TrafficManagement Centers and NeighboringState Traffic Management Centers. Thisincludes signal system roadsideequipment in Fargo, ND and additionalroadside equipment operated by theNorth Dakota and Wisconsin DOT's.

NeighboringStates

Existing

Oversize VehicleWarningRoadsideEquipment

ATMS04 This represents roadside detectors andelectronic warning signs that warn driversof vehicles that are too tall or too wide topass under bridges or through tunnels.Operated by Mn/DOT District 7 TOCC.

Mn/DOT DistrictOffices

Existing

ParkingManagementFacilities

ATMS16 This element represents parkingmanagement systems that manageparking facilities, monitor parkingoperations, detect vehicle traffic inparking facilities, electronically collectparking fees, and control electronicdisplay signs to inform motorists ofparking space availability.

Local Agencies,Private ParkingOperators

Existing

Queue DetectionRoadsideEquipment

ATMS04,ATMS08

This planned element representsroadside equipment that detects lengthyqueues of traffic upstream of meteredramps, incident locations, and workzones.

Mn/DOT Planned

Railroad ActiveWarningRoadsideEquipment

ATMS13 This element represents roadsideequipment that alerts motorists of railroadcrossings at at-grade intersections.Gates are activated and de-activated astrains are detected approaching andclearing the intersection.

Mn/DOT Existing


16


Ramp MeterRoadsideEquipment

ATMS04 This element represents the system oframp meters used by the RTMC toincrease freeway volumes, trip reliability,and freeway speeds, while decreasingtravel time and crashes. Ramp metershave the potential to operate during themorning and evening peak traffic periods.Timing and operation of ramp meters iscontrolled by Intelligent RoadwayInformation System.

Mn/DOT Existing

Red LightMonitoring/EnforcementRoadsideEquipment

ATMS19 This element represents portable orpermanent photo/surveillance systemslocated at intersections with high crashrates. Purpose is to inform and educatethe traveling public of the dangers ofrunning red lights. Planned for Mn/DOTDistrict 6.

Mn/DOT Planned

Research LabNetworkSurveillanceArchive

AD1 This represents the data archivemaintained by the Minnesota TrafficObservatory (MTO). The archive storesdata on freeway traffic flows through afully independent network of videodetectors covering the I-35W/I-94Commons freeway area in Minneapolis.Portable monitoring stations deployed onthe roofs of several high-rise buildingsoverlooking the freeway transmit databack to the MTO.

U of M CTS ITSInstitute

Existing

Research LabNetworkSurveillanceRoadsideEquipment

ATMS01 This element represents the network ofvideo detectors providing space- andtime-continuous coverage of the I-35W/I-94 Commons freeway area inMinneapolis (the Beholder system).Portable monitoring stations deployed onthe roofs of several high-rise buildingsoverlooking the freeway transmit databack to the MTO via a high-speed IEEE802.16 wireless network.


Existing


17


Research LabNewSurveillanceControl System

ATMS01, AD1 This represents the Minnesota TrafficObservatory (MTO) – a transportationlaboratory that gathers data on freewaytraffic flows through a fully independentnetwork of video detectors providingspace- and time-continuous coverage ofthe I-35W/I-94 Commons freeway area inMinneapolis. Portable monitoringstations deployed on the roofs of severalhigh-rise buildings overlooking thefreeway transmit data back to the MTOvia a high-speed IEEE 802.16 wirelessnetwork. Mn/DOT supplies eightswitchable compressed/streamedInternet video feeds to the MTO.Researchers have the ability to switchbetween any of the Mn/DOT CCTVcameras monitoring the metropolitanfreeway network.


Existing

RoadwayFloodingWarningRoadsideEquipment

ATMS08 This element represents roadsideequipment on TH 59 and TH 60 nearWorthington that automatically detects arise in water level and issues an alertbased on commands from the MankatoSignal Center in District 7. It alsorepresents planned roadside equipmentin Mower County that would alert theMower County dispatch center andtrigger advanced warning signs (staticsigns with flashing beacons) to alertapproaching vehicles. The proposedequipment includes sensors in the fieldwhich report to a central receiver/decoderlocated which would likely be located atthe Mower County dispatch center. Thesystem would also includecommunication and utilities at both theflood-warning sensor and the staticwarning signs with flashing beacons.

Local Agencies Existing

RoadwayLightingManagementCentralMonitoringSystem

ATMS12 This element represents the centrallocation at which Roadway LightingManagement Roadside Equipment ismonitored.

City ofMinneapolis

Planned


18


RoadwayLightingManagementRoadsideEquipment

ATMS12 This represents roadside equipment thatwill apply an optimal amount of roadwaylighting based on current road andweather conditions. System is planned inthe City of Minneapolis, which will allowoperational control of the City’s streetlighting system from a central location,delivering light intelligently based uponreal-time conditions. Through a wirelessnetwork and existing power and cablelines, the user can efficiently andeffectively control the operation of allstreet lights maintained by the City ofMinneapolis from one central location,mobile or stationary.

City ofMinneapolis

Planned

RTMC ATMS01,ATMS03,ATMS04,ATMS06,ATMS08,ATMS18,ATMS21

The Traffic Operations unit is responsiblefor managing traffic on the Twin Citiesmetro freeways with the use of rampmeters, variable message signs, lanecontrol signals and loop detectors.Additional RTMC components include theHOV system, MnPASS, and airbornesurveillance systems. They monitortraffic conditions, assist in incidentmanagement and provide travelerinformation. Traffic Operations staff alsocontinually perform systems analysis offield equipment, the ramp meteralgorithm and Operations Centerequipment. They also analyze andresearch traffic flow trends, newtechnologies and other issues that affectcongestion.

Mn/DOT Existing

SpeedMonitoring/EnforcementRoadsideEquipment

ATMS19 This system will provide photoenforcement for speeding at locationswhere there is a history of crashes withexcessive speed as a contributing factoror in work zones.

Minnesota StatePatrol

Planned

TOCCs ATMS01,ATMS03,ATMS04,ATMS06,ATMS08,ATMS21

Mn/DOT District TOCCs (Transportationand Communication Centers) areregional centers for 24-hour incident andemergency response, multi-agencydispatching and fleet management,interagency communications, andcollection and dissemination of roadconditions. TOCCs are located in Duluth,Baxter, St. Cloud, Detroit Lakes,Rochester, Mankato, Virginia, Marshall,and Thief River Falls. TOCCs dispatchMn/DOT Maintenance Dispatch Vehicles.

Mn/DOT Existing


19


Traffic Data andVideo Archive

AD1 This element represents the database inwhich Automated Traffic Recorder (ATR)data is stored. The ATR data is compiledfrom several sources into a singleaccessible database managed by theMn/DOT Office of Transportation DataAnalysis to answer data requests andprovide reports to others. This elementalso represents the database in whichCCTV video is stored.

Mn/DOT Existing

Traffic SignalRoadsideEquipment

ATMS03 This element represents traffic signals inMinnesota that are controlled by trafficmanagement centers - RTMC, TOCCs,Minneapolis TMC, and Local TMCs. Thiselement supports surface street controland arterial traffic management. Itrepresents traffic signal systems rangingfrom fixed-schedule control systems tofully traffic responsive systems thatdynamically adjust control plans andstrategies based on current trafficconditions and priority requests.


Existing

TunnelEmissionsRoadsideEquipment

ATMS11, EM05 This represents the Tunnel AlarmMonitoring System is currently operatedby Mn/DOT District 1 and the State Patroldispatchers and includes the monitoringof the Lief Erickson Tunnel withinSegment 10 and the Silver Creek andLafayette Bluff tunnels along Highway 61north of Duluth (along the North Shore).Roadside equipment monitors for carbonmonoxide (CO) levels, fire, fan andgenerator operation and communicationsand power.

Mn/DOT Existing

Variable SpeedLimit RoadsideEquipment

ATMS04 This element represents Variable SpeedLimit (VSL) systems that will provide real-time information on appropriate speed forcurrent conditions based on traffic flow,traffic speed, weather and other inputsand integration with law enforcement.Can be used to manage traffic under anumber of variable conditions. Mn/DOTwill select a corridor for deployment ofVSL system in conjunction with adynamic lane control system based ontraffic data analysis.

Mn/DOT Planned

VehicleOccupancyMonitoring/EnforcementRoadsideEquipment

ATMS05 This element represents roadsideequipment that is planned to monitorvehicle occupancies along designatedHOV/MnPASS lanes and signal forenforcement when violations aredetected.

Mn/DOT Planned


20

Appendix B: MN ITS Development ObjectivesGeneral Purpose: Create a system that enhances transportation through the safe and efficientmovement of people, goods, and information, with greater mobility and fuel efficiency, lesspollution, and increased operating efficiency in Minnesota.

A. Improve the safety of the State’s transportation systemA-1. Reduce crash frequency (ATMS, ATIS, APTS, CVO, EM, MCM & AVSS)

O-1 Reduce crashes due to road weather conditionsO-2 Reduce crashes due to unexpected congestionO-3 Reduce secondary crashesO-4 Reduce incident clearance timeO-5 Reduce crashes due to red-light runningO-6 Reduce crashes due to unsafe drivers, vehicles and cargo on the

transportation systemO-7 Reduce lane departure crashesO-8 Reduce crashes due to roadway/geometric restrictionsO-9 Reduce crashes at railroad crossingsO-10 Reduce crashes at intersectionsO-11 Reduce speed differentialO-12 Reduce crashes due to driver errors and limitationsO-13 Reduce crashes involving pedestrians or non-motorized vehiclesO-14 Reduce violation of traffic laws

A-2. Reduce fatalities and life changing injuries (ATMS, ATIS, CVO, EM, MCM & AVSS)O-15 Reduce emergency/incident response timeO-16 Enhance emergency/incident response effectivenessO-17 Safeguard public safety personnel while they are at roadway incidents and

emergenciesO-18 Reduce speed violationsO-5 Reduce crashes due to red-light runningO-9 Reduce crashes at railroad crossingsO-10 Reduce crashes at intersectionsO-11 Reduce speed differential

A-3. Safeguard the motoring public from homeland security and/or Hazmat incidents(ALL)O-19 Reduce security risks to transit passengers and transit vehicle operatorsO-20 Reduce security risks to motorists and travelersO-21 Reduce security risks to transportation infrastructureO-22 Reduce exposure due to Hazmat & homeland security incidentsO-23 Enhance tracking and monitoring of sensitive Hazmat shipmentsO-15 Reduce emergency/incident response time

A-4. Reduce crashes in work zones (ATMS, ATIS, EM & MCM)O-24 Reduce congestion and delayO-25 Enhance safety of workersO-4 Reduce incident clearance timeO-11 Reduce speed differential

B. Increase operational efficiency and capacity of the transportation systemB-1. Reduce overall delay associated with congestion (ATMS, ATIS & MCM)

O-26 Maintain smooth traffic flowO-27 Reduce incident detection and verification time


21

O-4 Reduce incident clearance timeO-15 Reduce emergency/incident response timeO-16 Enhance emergency/incident response effectivenessO-24 Reduce congestion and delay

B-2. Increase average vehicle occupancy and facility throughput (ATMS & APTS)O-28 Increase transit ridershipO-29 Enhance transit operations efficiencyO-30 Increase carpoolersO-31 Increase throughput of roadways

B-3. Reduce delays due to work zones (ATMS, ATIS, EM & MCM)O-4 Reduce incident clearance timeO-24 Reduce congestion and delayO-26 Maintain smooth traffic flow

B-4. Reduce traffic delays during evacuation from homeland security and Hazmatincidents (ALL)O-24 Reduce congestion and delay

B-5. Enhance efficiency at borders (ATMS, CVO, EM & AVSS)O-32 Reduce delays at border crossingsO-33 Keep travelers informed of travel conditions

C. Enhance mobility, security, convenience, and comfort for the transportationsystem userC-1. Reduce congestion and incident-related delay for travelers (ATMS, ATIS & APTS)

O-34 Enhance parking facility services and managementO-4 Reduce incident clearance timeO-15 Reduce emergency/incident response timeO-16 Enhance emergency/incident response effectivenessO-24 Reduce congestion and delayO-26 Maintain smooth traffic flowO-27 Reduce incident detection and verification time

C-2. Improve travel time reliability (ATMS)O-24 Reduce congestion and delayO-26 Maintain smooth traffic flow

C-3. Increase choice of travel modes (APTS & ATMS)O-35 Inform travelers of travel mode optionsO-33 Keep travelers informed of travel conditions

C-4. Enhance traveler security (APTS & EM)O-19 Reduce security risks to transit passengers and transit vehicle operatorsO-20 Reduce security risks to motorists and travelersO-21 Reduce security risks to transportation infrastructure

C-5. Reduce stress caused by transportation (ATMS, ATIS, APTS, EM & MCM)O-3 Reduce secondary crashesO-11 Reduce speed differentialO-14 Reduce violation of traffic lawsO-18 Reduce speed violationsO-24 Reduce congestion and delayO-29 Enhance transit operations efficiencyO-33 Keep travelers informed of travel conditionsO-34 Enhance parking facility services and managementO-35 Inform traveler of travel mode options


22

D. Enhance the present and future economic productivity of individuals,organizations and the economy as a wholeD-1. Reduce travel time for freight, transit and businesses (ATMS, ATIS, APTS & CVO)

O-24 Reduce congestion and delayO-26 Maintain smooth traffic flowO-29 Enhance transit operations efficiencyO-33 Keep travelers informed of travel conditions

D-2. Improve the efficiency of freight movement, permitting and credentials process(ATIS & CVO)

O-36 Enhance asset and resource managementO-37 Enhance credential process automationO-38 Reduce freight movement delays due to inspectionO-33 Keep travelers informed of travel conditions

D-3. Improve travel time reliability for freight, transit and businesses (ATMS, APTS &CVO)O-38 Reduce freight movement delays due to inspectionO-26 Maintain smooth traffic flowO-29 Enhance transit operations efficiencyO-33 Keep travelers informed of travel conditions

D-4. Increase agency efficiency (ATMS, APTS, AD, CVO, EM & MCM)O-39 Enhance garage operations efficiencyO-29 Enhance transit operations efficiencyO-36 Enhance asset and resource management

D-5. Safeguard existing infrastructure (CVO, EM & MCM)O-40 Reduce commercial vehicle size and weight violationsO-21 Reduce security risks to transportation infrastructureO-36 Enhance asset and resource management

D-6. Aid in transportation infrastructure and operations planning (ALL)O-41 Enhance planning with better dataO-42 Enhance investment decision makingO-36 Enhance asset and resource management

D-7. Reduce vehicle operating costs (ATMS, APTS, CVO & AVSS)O-24 Reduce congestion and delayO-26 Maintain smooth traffic flow

E. Reduce energy consumption, environmental impacts and costs of transportationE-1. Reduce emissions/energy impacts and use associated with congestion (ATMS,

ATIS & CVO)O-43 Enhance compliance of air quality standardsO-24 Reduce congestion and delayO-33 Keep travelers informed of travel conditions

E-2. Reduce need for new facilities (ATMS,CVO & MCM)O-31 Increase throughput of roadwaysO-36 Enhance asset and resource managementO-37 Enhance credential process automation

E-3. Reduce negative impacts of the transportation system on communities (APTS,ATMS, EM & MCM)

O-44 Reduce environmental impacts of de-icing material useO-14 Reduce violation of traffic lawsO-28 Increase transit ridershipO-30 Increase carpoolers


23

AD: Archived Data Management AVSS: Advanced Vehicle Safety SystemsAPTS: Advanced Public Transportation Systems CVO: Commercial Vehicle OperationsATIS: Advanced Traveler Information Systems EM: Emergency ManagementATMS: Advanced Traffic Management Systems MCM: Maintenance and Construction Management


24

Appendix C: Needs and Services Detail

ID Need/Service OperationalConcept

ExistingCapability

Gap/PlannedEnhancement

Role/Responsibility Interconnect Archive Need

AssociatedMarket

PackageMarket Package ATMS01-Network Surveillance

TM02 Implement red-light runningtechnology

Local lawenforcementagencies usesystems toautomaticallydetect red lightviolators atsignalizedintersections.

Mn/DOT and localagencies arecurrently testing acollisionprevention systemthat automaticallydetects red-lightviolators. Data isthen used todevelopengineering andenforcement (butnot automatedcitations) countermeasures toreduce violations.

Automated red-light runningenforcement isnot permissibleunder currentstatute.Legislation mustbe passed toauthorize it. Deploy system atsignalizedintersections withhighest crash andnear miss ratesaroundMinnesota.

Local lawenforcementagencies andother localagencies areresponsible toplan, design,construct,operate, andmaintain theirown red-lightrunning systems.

Red-lightrunning systemsincludeinterconnectbetweenroadsidedetectionequipment androadside trafficsignal systems. Each red-lightrunning systemincludesinterconnectsfrom roadsideequipment to thelaw enforcementagency.

Violation dataincludingvehicledetection,time, date,and violationwill bearchived forperformancemeasuresand/or citationuse.

ATMS03


25


ExistingCapability



AssociatedMarket

PackageTM04 Provide

cameras atlocations withhigh incidentsand areas ofhighimportance forincidentidentificationand verification

Mn/DOT, localagencies,emergencymanagementagencies, lawenforcementagencies, andeducational andresearchinstitutions usesurveillance todetect, verify, andassist response toincidents. Travelerinformationproviders usesurveillance toverify and reporton incidents. The generalpublic views thesurveillancevideos to assesstraffic conditionsaffecting their trip.

Mn/DOT RTMCoperates a CCTVsystem accessibleto Mn/DOT, thestate patrol, somecities, the St.Cloud TOCC,Metro Transit, TVStations, travelerinformationproviders, and assnapshots to thegeneral public. TOCCs in Duluth,Rochester, St.Cloud, andBrainerd operateCCTV systemsaccessible at theTOCC and overthe Internet. The cities of St.Paul andMinneapolisoperate CCTVsystemsaccessible to theCity. Several PSAP’sreceive streamingvideo over theinternet.

Providesurveillance forsections of I-35 tothe RochesterTOCC. Providesurveillance ofrural high incidentroadways andareas of highimportance toTOCCs. Provide videofrom localagencies to theRTMC andTOOCs. Share CCTV andRWIS videoamongtransportationmanagement andemergencymanagementagencies. Provide livemotion video tothe public overthe Internet. Construct fiber-optic connectionsto the TOCC’s

Each agency isresponsible toplan, design,construct,operate, andmaintain its ownCCTV system. RTMC isresponsible tocoordinate theidentification oflocations andsharing of videoamong agenciesin the metroarea. Mn/DOT districtsare responsibleto coordinate theidentification oflocations andsharing of videoamong agenciesin greaterMinnesota.

Each CCTVsystem includesinterconnectsfrom theroadsideequipment to thecenter for videoand cameracontrol. The RTMCCCTV systemincludesinterconnectswith some cities,the St. CloudTOCC, MetroTransit, TVstations, andtravelerinformationproviders.

Live videoshould be"buffered" fora period oftime to allowsaving videoof interestafter the fact. Video shouldnot beroutinely,permanentlysaved due todata practicesconsiderations as well asstoragerequirements. Video ofinterestshould bepermanentlysaved andcataloged toprovidetraining andpost incidentanalysis.

ATMS08


26


ExistingCapability



AssociatedMarket

PackageTM09 Share

surveillancevideo data, andotherinformationwith PSAPs

Mn/DOT and localagencies transmitvideo of incidentsalong with otherrelated traffic andincidentinformation toemergencyresponsedispatchers. Emergencyresponseagencies useimages and otherinformation toassess responseand resourceneeds. Emergencyresponseagencies useimages to monitorresponse andrecovery progressand activities.

Mn/DOT RTMCoperates a CCTVsystem accessibleto Mn/DOT, thestate patrol, somecities, and the St.Cloud TOCC. Mn/DOT TOCCsin Duluth,Rochester, St.Cloud, andBrainerd operateCCTV systemsaccessible at theTOCC and overthe Internet. Several citiesoperate CCTVsystems Other existingcapabilities arelisted underTM04.

Provide videofrom RTMC andTOCCs to localemergencyresponders. Provide videosfrom cities toRTMC andTOCCs to sharewith State Patrol. Share CCTVvideo amongtransportationmanagement andemergencymanagementagencies. Provide data fromMDT’s on lawenforcementvehicles todispatch offices. Provide data fromin-vehicle devicesto traffic andemergencymanagementcenters.

Each agency isresponsible toplan, design,construct,operate, andmaintain its ownCCTV system. RTMC isresponsible tocoordinate thesharing of videoamong agenciesin the metroarea. TOCCs areresponsible tocoordinate thesharing of videoamong agenciesin the district. Localemergencyresponseagencies areresponsible forcoordinating withMn/DOT andlocal agenciesfor providingvideo images toin-vehicledevices.

This serviceincludesinterconnectsbetweenroadsideequipment andRTMC/TOCC/TMCs for videoand cameracontrol. This service alsoincludesinterconnectsbetweenRTMC/TOCCs/TMCs andincident/emergencyresponsecenters.

Archiving willbe performedby the agencyoperating theCCTVcameras andhas the sameneeds aslisted underservice TM04.

ATMS08 EM01


27


ExistingCapability



AssociatedMarket

PackageTM15 Provide

operatingspeed / traveltimeinformation totravelers

Mn/DOT and localagencies gatherdata on vehiclespeeds onroadways andposts it on theInternet. Mn/DOT and localagencies providetravel speeds/travel times toexternalinformationservice providers(e.g. radio and TVstations, privateInternet serviceproviders, etc.) Mn/DOT and localagencies postoperating speed/travel timeinformation onDMS. Travelers use theinformation tomake traveldecisions.

The RTMCgathers speedand volume datato calculate traveltimes on thefreeways in theTwin Cities metroarea. Travel timeinformation isprovided to themotorists viaDMS, 511website, andradio.

Expand provisionof travel time/operating speedinformation in theTwin Cities areaand the greaterMinnesota. Investigateopportunities andconditions forposting operatingspeed (vs. traveltime).

Mn/DOT isresponsible toplan, design,construct,operate andmaintain loopdetectors andDMS oninterstate andtrunk highways. Local agenciesare responsibleto plan, design,construct,operate andmaintain thedetectionsystems andtravelinformationsystems on theirroadways.

Loop detectorsystems includeinterconnectsfrom theroadsideequipment to thecenter. DMS systemsincludeinterconnectsfrom center toroadsideequipment forDMS operation.

Historic speedinformationwill bearchived forplanning andoperationalanalysis.

ATMS06 ATIS01


28


ExistingCapability



AssociatedMarket

PackageTM25 Operate CCTV

cameras Mn/DOT and localagencies operateCCTV camerason freeways andarterials tomonitor traffic andidentify and verifyincidents. The generalpublic usessurveillance toassess trafficconditionsaffecting their trip. Parking structureoperators will useCCTV camerasfor rampoperations

Mn/DOT RTMCoperates a CCTVsystem accessibleto Mn/DOT, thestate patrol, somecities, the St.Cloud TOCC,Metro Transit, TVStations, travelerinformationproviders, and assnapshots to thegeneral public. Mn/DOT TOCCsin Duluth,Rochester, St.Cloud, andBrainerd operateCCTV systemsaccessible at theTOCC and overthe Internet. The cities of St.Paul andMinneapolisoperate CCTVsystems. Third AvenueDistributor (TAD)parking garagesoperate CCTVsystem

Providesurveillance forsections of I-35 tothe RochesterTOCC. Provide videofrom localagencies to theRTMC. Provide livemotion video tothe public overthe Internet. Upgrade legacyCCTV cameras. Share CCTVvideo amongtransportationmanagement andemergencymanagementagencies.

Each agency isresponsible toplan, design,construct,operate, andmaintain its ownCCTV system. Partnershipformation canresult in shareddesign,construction,operation, andmaintenance ofthe CCTVsystem.

Each CCTVsystem includesinterconnectsfrom theroadsideequipment to theRTMC/localTMC for videoand cameracontrol. The RTMCCCTV systemincludesinterconnectswith some cities,the St. CloudTOCC, MetroTransit, TVstations, andtravelerinformationproviders.

Live videoshould be"buffered" fora period oftime to allowsaving videoof interestafter the fact. Video shouldnot beroutinelypermanentlysaved due todata practicesconsiderations as well asstoragerequirements. Video ofinterestshould bepermanentlysaved andcataloged fortraining, postincidentbriefing, andtort cases.


29


ExistingCapability



AssociatedMarket

PackageTM36 Implement

IntegratedCorridorManagement(ICM)strategies

Mn/DOT RTMC,Minneapolis TMC,and Metro Transitwould coordinatetransportationmanagement andtransit operationson their systemsto optimize overalltraffic flow in acorridor byaccessingunderusedcapacity. The public woulduse this service todetermine whichroute and/ormode they use fortheir trips.

RTMC andMinneapolis TMCoperatetransportationmanagementsystems on theirroadways. Transit authoritiesoperate their owntransit systems.

Mn/DOT and ICMProject Partnersare applying forfederal funds toimplement its ICMstrategies on theI-394 corridor. Effectiveness ofstrategies will bemodeled. Communicationslinks and policiesbetween partnerswill be enhanced.

RTMC and theCity ofMinneapolis areresponsible toplan, design,construct,operate, andmaintain theirtransportationmanagementsystems. Metro Transit isresponsible toplan, design,construct,operate, andmaintain theirtransit system RTMC,HennepinCounty TMC,MinneapolisTMC, and MetroTransit will beresponsible forcollecting andarchivingnetwork-specificdata.

An ICM systemincludesinterconnectsbetweenroadsideequipment andthe RTMC andMinneapolisTMC. An ICM systemalso includesinterconnectsbetween transitcenters andtransit vehicles. An ICM systemin the TwinCities includesinterconnectsbetween theRTMC,MinneapolisTMC, and MetroTransit centers.

Data onnetwork androadway/ busrouteperformancefrom use ofICMstrategiesshould bearchived forevaluationand analysis.

ATMS03 ATMS04 ATMS05 ATMS07 ATMS10 ATMS18


30


ExistingCapability



AssociatedMarket

PackageTM39 Monitor queue

length atramps, incidentscenes andwork zones

Mn/DOT RTMCmonitors trafficbackups onramps andadjusts rampmeter timing. RTMC, TOCCs,Mn/DOTmaintenance andlocal agenciesmonitor backupsapproaching workzones andactivate countermeasures. RTMC, TOCCs,and localagencies monitorbackups causedby incidents.

The RTMC usesCCTV camerasand queuedetectors tomonitor queueson some ramps. Queue monitoringhas been used insome constructionprojects and hasbeen incorporatedinto the dynamiclate mergesystem. RTMC andTOCCs useCCTV cameras tomonitor queuesapproaching workzones andincidents.

Implement queuedetection at moreramp locationswith meters. Improve queuedetectiontechnology. Implement queuedetection systemsat work zones. CCTV systembeing added toTH 13 arterial formonitoring ofcorridor.

Mn/DOT andlocal agenciesare responsibleto plan, design,construct,operate, andmaintain theirown queuedetection andmonitoringsystems. Mn/DOTConstruction &Maintenance isresponsible toplan, design,deploy, operate,and maintaintheir portabledetection systemfor work zones.

Queuemonitoringsystems includeinterconnectsbetween theroadsidedetection/monitoringequipment andTMCs. Detection/monitoring systems forwork zonesincludeinterconnectsbetweenroadsidedetection/monitoring equipmentand permanentor portable trafficmanagementsystems as wellas betweenroadsidedetection/monitoring equipmentand portableroadsideDMS/HAR.

Queuedetection datashould beroutinelysaved for useinperformancemeasures andfuture trafficmanagementplanning.

MC08


31


ExistingCapability



AssociatedMarket

PackageTM42 Use roadside

data collectorsto determinelocations withhigh incident ofspeeding

Mn/DOT and localagencies deployspeed detectorsat locations tocollect historicdata. MSP and localagencies usehistoric speeddata to determinelocations to targetspeedingenforcement.

Mn/DOT usesroadside speeddetectors tocollect speedinformation, butdoes not archivethe data.

Mn/DOT and localagencies willrecord andanalyze speeddata to determinelocations with ahigh incident ofspeeding andprovide thisinformation toMSP and localenforcement. Mn/DOT and localagencies will useportable detectioncapability to trackspeeds in ruralareas with highcrash history.

Mn/DOT andlocal agenciesare responsibleto plan, design,and construct,speed datagatheringsystems and toanalyze thedata. MSP andenforcementagencies areresponsible todeploy speedenforcementmeasures atidentifiedlocations.

This serviceincludesinterconnectsbetweenroadside speeddata collectionequipment andcentralprocessingsystems.

This servicewill requirearchiving ofspeed datafor analysis oflocations withhigh incidentsof speeding.

ATMS19

Market Package ATMS02-Traffic Probe SurveillanceNo services or needs were identified by the stakeholder workgroup for this market package. Mn/DOT is engaged in a study to assess the feasibility of cell phonesin vehicles to gather travel time information. The use of traffic cameras on traffic buses is also being investigated.


32


ExistingCapability



AssociatedMarket

PackageMarket Package ATMS03-Surface Street Control

TM01 Provideefficient signaltiming

Mn/DOT and localagencies analyzesignal operationsand implementefficient signaltiming strategiesand plans. Mn/DOT and localagencies usesignalcoordination atconsecutivesignalizedintersections toimprove trafficflow along majorarterial corridors. Mn/DOT and localagencies evaluatesignalcoordination andimproveoperations. Driversexperience fewerstops and lessdelay due toimproved signaltiming operations.

Mn/DOT and localagencies operatecoordinated signalsystems whichfacilitate trafficflow throughconsecutive trafficsignals alongmajor arterialroads andhighways. Mn/DOT and localagencies alsoperforms arterialtraffic modeling.

Utilize bus and/ortruck traffic signalpriority to reducetraffic congestion. Implementcoordinated signaltiming plans crossjurisdictionalboundaries. Use modelingsystems toannually evaluateefficiency ofcoordinated trafficsignal systems.

Mn/DOT andlocal agenciesare responsibleto plan, design,implement,operate,maintain,monitor, andupdate theefficiency ofsignal timingplans.

Signal systemsincludeinterconnectsbetweenroadsideequipment andTMCs. Coordinatedtraffic signalsystems alsoincludeinterconnectsbetweenroadsideequipment androadsideequipment. Some trafficsignal roadsideequipmentincludesinterconnectsbetweenAdvancedWarningFlashers to alertdrivers ofchanging trafficsignals.

Traffic signaltimingchanges andintersectionperformancedata shouldbe archivedfor evaluationand reporting.

ATMS07

TM02 Implement red-light runningtechnology

See information under ATMS01


33


ExistingCapability



AssociatedMarket

PackageTM14 Monitor

operation andperformance oftraffic signals

Mn/DOT and localagencies usedetectors,surveillance andsignal controlsoftware tomonitoring signaltiming operationsand performance.

Mn/DOT and localagencies monitortraffic signaloperations andupdate timingplans asappropriate.

Implementadditional trafficsignal monitoringsystems to majorcorridors andnetworks. Use automatedmonitoring systemto aid in improvingoperations.

Mn/DOT andlocal agenciesare responsibleto plan, design,implement,operate, andmaintain trafficsignal monitoringdevices.

Traffic signalmonitoringincludesinterconnectsbetweenroadsideequipment andTMCs.

Traffic signaltimingchanges andintersectionperformancedata shouldbe archivedfor evaluationand reporting.

TM36 ImplementIntegratedCorridorManagement(ICM)strategies


TM37 Provide safesignal phasetransition

Mn/DOT and localagencyinvestigate andimplement safesignal phasetransition (i.e.sufficient yellowand all-red signalphases) atintersections withhigh crash ratesto reducecrashes. Drivers use thisenhancement tosafely completevehiclemaneuvers.

Some cities arevarying turningsignal transitionphases at keyintersections. Signal phasetransitions havenot changed inmany locations inyears.

Implement safeturning signaltransition phaseat signalizedintersections witha high rate ofincidentsthroughout thestate.

Mn/DOT andlocal agenciesare responsibleto plan, design,implement, andoperate timingplans atsignalizedintersections.

Traffic signalsare either self-containedroadside units orincludeinterconnectsbetweenroadsideequipment andTMCs.

None


34


ExistingCapability



AssociatedMarket

PackageMarket Package ATMS04-Freeway Control

TM07 Provide laneand shouldercontrol

Mn/DOT operatesdynamic lanecontrol signals toalert drivers oflaneopen/closure. Drivers react tolane controlsignals by movinginto an open laneor out of a closedlane.

Mn/DOT operatesdynamic lanecontrol signals foreastbound andwestbound trafficheading into theLowry Hill tunneland other tunnelsstatewide. MnROAD facilityoperates dynamiclane controlsignals forvehicles along I-94 roadway testbed.

Mn/DOT willincorporatedynamic lanecontrol signals aspart of the PricedDynamicShoulder Laneson I-35W betweendowntownMinneapolis and46th Street.Additionallocations willinclude I-94betweendowntownMinneapolis andHwy. 280.

Mn/DOT andMnPASS areresponsible toplan, design,implement,operate, andmaintain laneand shouldercontrol system.

Lane controlsystems includeinterconnectsbetweenroadsideequipment andthe RTMC.

Will need toknow whenand how thelane andshouldercontrolsystem isused.


35


ExistingCapability



AssociatedMarket

PackageTM10 Utilize variable

speed limits Mn/DOT Districts,RTMC andTOCCs providesafe travel speedinformation todrivers based onroad weatherconditions,congestion,incidents, workzones, or otherfactors. Drivers adjustdriving speedsbased on postedspeed limits.

Test sites forvariable speedlimits are beingconducted in theMetro area.

Lane controlsignals will allowfor variable speedlimits functionalityon I-35W in themetro area aspart of the UPAproject. Variable speedlimits can bedeployed atlocations withhigh occurrencesof crashes causedby visibility, roadweatherconditions, orfluctuations intraffic speeds.

Mn/DOTDistricts andRTMC will plan,design,implement,operate, andmaintainsystems.

Variable speedlimit systemsincludeinterconnectsbetween TMCsand roadsideequipment.

Need toarchive thevariablespeeds thatare utilizedand whenspeed limitsare modified


36


ExistingCapability



AssociatedMarket

PackageTM19 Operate in-

pavementdynamic lanemarkings

Mn/DOT RTMCwill use thisservice toremotely directtraffic into otherlanes or ontoshoulders. Drivers will followthe lane markingsto safely travelthrough problemareas. MnROAD facilityis used for re-routing of trafficalong I-94.

In-pavementLEDs have beentested atMnROAD.

Deploy in-pavementdynamic lanemarkings oncongestedroadwaysegments in theTwin Cities metroarea. Enhance openingand closing oflanes with in-pavementdynamic lanemarkings.

Mn/DOT RTMCis responsible toplan, design,implement,operate, andmaintain the in-pavementdynamic lanemarkings in themetro area. Mn/DOTDistricts areresponsible toplan, design,implement,operate, andmaintain the in-pavementdynamic lanemarkings ingreaterMinnesota. Mn/DOT isresponsible toplan, design,implement,operate, andmaintain the in-pavementdynamic lanemarkings forMnROAD

In-pavementdynamic lanemarkings includeinterconnectsbetweenpavementmarkingroadsideequipment andTMCs.

Will need toarchive whenin-pavementdynamic lanemarking areutilized andthe status oftheiroperation.


37


ExistingCapability



AssociatedMarket

PackageTM20 Operate

dynamicshoulders

Mn/DOT operatesdynamicshoulders to allowsingle occupancyvehicles (SOV) touse shoulders inorder to reduceoverall congestionand divert trafficfrom other lanesduring trafficincidents. Transit, HOV, andmotorcycles canuse the lanes freeof charge. SOVdrivers can enterthe lanes for a feebased on the levelof congestion. Tolls for SOV arecollectedelectronicallyusing MnPASStransponders. Toll rates aredisplayed viadynamic messagesigns prior toaccess points. MSP and locallaw enforcementagencies monitorlane users andenforcecompliance.

There arecurrently nopriced dynamicshoulder lanes inMinnesota. Theyare planned to bedeployed on I-35W inMinneapolisbetween 46th

Street anddowntown. Bus-onlyshoulders areutilizedthroughout themetro area fortransit vehicles.

Priced and un-priced dynamicshoulder lanesare planned for I-35W inMinneapolisbetween 46th

Street anddowntown. Pricing algorithmwill be furtherrefined. Electronicoverhead lanecontrol signs willbe used tooperate theshoulder lanes.

Mn/DOT isresponsible toplan, design,implement,operate, andmaintain thedynamicshoulders in themetro area. MSP and locallaw enforcementagencies areresponsible toenforceappropriateusage of lanes.

Dynamicshoulderssystems includeinterconnectsbetweenvehicles androadsideequipment fortoll collection. Systems alsoincludeinterconnectsbetweenroadside tollequipment andthe toll collectioncenter foraccountmonitoring. Systems alsoincludeinterconnectsbetweenroadsidedetection, lanecontrolequipment,DMS, and theRTMC. Systems includeinterconnectsbetween tollcollection centerand the RTMC

MnPASS dataincludingvolume,speed,revenue, andviolationsshould bearchived. Thisdata will beused forperformancemonitoringand reporting. MnPASS useraccounttransactionsshould alsobe archivedfor back-officeaccountmanagement.

ATMS05 ATMS10


38


ExistingCapability



AssociatedMarket

PackageTM23 Operate ramp

meters Mn/DOT RTMCoperates rampmeters to regulatetraffic flow,mitigate freewaycongestion, andimprove safety. RTMC adjustsmetering ratesand strategiesbased on mainlineconditions andramp demands. Mn/DOT out-statedistricts willoperate withintheir jurisdiction.

419 ramp metersare deployed onmany on ramps inthe Twin Cities.

Add more rampmeters to metroarea on ramps toimprove trafficflow and safety. Continuallyreevaluate andrefine rampmeteringalgorithm. Ramp meters onI-35 in Duluth tobe used as aconstructionmitigation tool.

RTMC isresponsible forthe planning,design,construction,operations, andmaintenance ofits ramp meters. Mn/DOT out-state districts willoperate withintheir jurisdictionwith RTMCassistance

Ramp meteringsystems includeinterconnectsbetweenroadsideequipment(detectors,meters, andwarningflashers) and theRTMC.

None.



Market Package ATMS05-HOV Lane ManagementTM20 Operate

dynamicshoulders



39


ExistingCapability



AssociatedMarket

PackageTM26 Operate

MnPASS HOTlanes

Mn/DOT RTMCoperates thedynamicallypriced MnPASSHOT lanes toallow SOV to usethe facility toreduce overallcongestion. Transit, HOV, andmotorcycles usethe lanes free ofcharge. SOVdrivers can enterthe lanes for a feebased on the levelof congestion. Tolls for SOVsare collectedelectronicallyusing MnPASStransponders. Toll rates aredisplayed viaoverheadelectronic signsprior to accesspoints. MSP and locallaw enforcementagencies monitorlane users andenforcecompliance.

MnPASS HOTlanes arecurrentlyoperational on I-394 in the TwinCities Metro Area.

Priced dynamicshoulder lanes,similar to the I-394 MnPASS, willbe implementedon I-35W from46th Street todowntownMinneapolis A HOT lane willbe added in theCrosstownreconstructionproject from 66th

Street to 46th

Street The HOV laneson I-35W from66th Street toBurnsvilleParkway will beconverted to HOTlanes. Develop anautomated vehicleoccupancydetection systemto assistenforcement.

Mn/DOT willplan, design,implement,operate, andmaintain HOTlanes in the TwinCities metroarea. MSP and locallaw enforcementagencies areresponsible toenforceappropriateusage of lanes.

HOT systemsincludeinterconnectsbetweenvehicles androadsideequipment fortoll collection. Systems alsoincludeinterconnectsbetweenroadside tollequipment andthe toll collectioncenter foraccountmonitoring. Systems alsoincludeinterconnectsbetweenroadsidedetection, lanecontrolequipment,DMS, and theRTMC. Systems includeinterconnectsbetween tollcollection centerand the RTMC

MnPASS dataincludingvolume,speed,revenue, andviolations isarchived. Thisdata is usedforperformancemonitoringand reporting.MnPASS useraccounttransactionsshould alsobe archivedfor back-officeaccountmanagement.

ATMS10 ATMS18


40


ExistingCapability



AssociatedMarket

PackageTM27 Provide HOV

bypass lanesat ramp meterlocations

Mn/DOT providesHOV bypass atramp meteringlocations toencouragecarpooling anduse of transit byallowing preferredaccess. HOVs and transitvehicles use thisservice to bypassvehicle queues aton-ramplocations. MSP and locallaw enforcementagencies enforceHOVrequirements.

Some metro arearamp meterscurrently haveHOV bypasslanes.

Construct HOVbypasses atadditionalmetered ramplocations Developautomated vehicleoccupancyverificationsystem foreffectiveenforcement.

Mn/DOT isresponsible forthe planning,design,construction,operations, andmaintenance ofHOV bypasses. MSP and locallaw enforcementagencies areresponsible toenforceoccupancycompliance.

Interconnectfrom HOVbypass rampdetectionsystems toRTMC. Vehicleoccupancyverificationsystems includeinterconnectsbetweenroadsidedetectionequipment andin-vehicleenforcementalert equipment.

Vehicleoccupancyverificationenforcementwill bearchived forperformancemeasuresanalysis andcitation use. Vehicledetection dataalso needs tobe archived.




41


ExistingCapability



AssociatedMarket

PackageMarket Package ATMS06-Traffic Information Dissemination

TM05 Provide real-time incidentand congestioninformation totravelers

Mn/DOT and localagencies providetravelers withreal-timecongestioninformation viaDMS, HAR, and511, websites,PDA, etc. Mn/DOT and localagencies provideinformation onincidents totravelers viamultiple media toalert them ofcongestion andclosures causedby incidents. Travelers useinformation tomake traveldecisions basedon travel timesand routes.

RTMC providescongestion,incident, andtravel timeinformation in theTwin Cities metroarea via the 511system, DMS,and KBEM radiosystem. TOCCs and localagencies alsoprovide real-timecongestioninformation totravelers via DMSand websites.

Providecongestioninformation forrecreational/seasonal trafficgenerators ingreaterMinnesota. Completeinstrumentation ofmetro areafreeways toprovidecongestioninformation. Providecongestionmonitoring for keyexpressways andarterials in themetro area.

RTMC isresponsible toplan, design,construct,operate, andmaintain itscongestionmonitoring andinformationdisseminationsystems in themetro area. TOCCs areresponsible toplan, design,construct,operate, andmaintain itscongestionmonitoring andinformationdisseminationsystems in thegreaterMinnesota. Local agenciesand transitservice providersare responsibleto plan, design,construct,operate andmaintain theirsystems.

This serviceincludesinterconnectsbetweenroadsidedetectionequipment andTMCs. It also includesinterconnectsbetweenroadside DMSand HARequipment toTMCs. Interconnectsbetween TMCsand 511 systemare also needed.

Historiccongestioninformationwill bearchived forplanning andoperationalanalysis.

ATIS01 ATIS02


42


ExistingCapability



AssociatedMarket

PackageTM13 Provide

incidentinformation toemergencymanagementagencies

Mn/DOT and localagencies detectincidents throughITS devices, orobservations ofTMC operators orfield personnel. Mn/DOT and localagencies shareincidentinformation withappropriateemergencymanagementagencies. Emergencymanagementagencies verifyand assessincidents andexecute responseplans accordingly. Mn/DOT, StatePatrol, and localagencies analyzeand determine theimpact ofincidents ontravel.

Mn/DOT sharesincidentinformation withState Patrol.

Integrate StatePatrol andMn/DOTMaintenance CADwith CARS toinput moreincidents. Integrate CADsystems amonglocal agencies. Enhance localagencies’ abilitiesto provide incidentinformation onlocal routes toemergencymanagementagencies.

Each agency isresponsible forthe planning,design,construction,operations, andmaintenance ofits system forinformationsharing. Mn/DOT andState Patrol areresponsible forthe planning,design,deployment,operations, andmaintenance ofthe interface andintegrationbetween CADsystems andCARS. Local agenciesare responsibleto plan, design,implement,operate andmaintainintegrated CADsystems.

This serviceincludesinterconnectsbetween 911dispatch centers/incidentresponseagencies andTMCs. It also includesinterconnectsbetween TMCs,MCM centers,incidentmanagementcenters, and theCARS centralsystem forincidentinformationinput. It also includesinterconnectsbetween TMCsand roadsideequipment.

Incidentinformationwill bearchived forfuture reviewand training. Need forarchivingincidentinformationextends tolocal roads.

TM15 Provideoperating oractual speedinformation totravelers



43


ExistingCapability



AssociatedMarket

PackageTM17 Provide travel

information onspecial events

Mn/DOT and localagencies gatherinformation fromspecial eventsorganizers. Mn/DOT and localagenciescoordinate withevents organizersand otheragencies on eventmanagementplans. Mn/DOT and localagencies provideinformation on anevent’s trafficimpacts to thepublic via theinternet, media,DMS, HAR, and511 system. Privateinformationprovidersdistribute specialevent informationto the public. The public usesspecial eventinformation tomake traveldecisions.

Mn/DOT and localagencies useDMS, HAR, 511system, internetand the media toprovide event,travel, andparkinginformation totravelers.

Provide real-timeor near real-timeinformationregarding travelroutes, trafficconditions,parking directionsand availability,and transitoptions. Develop specialevent trafficmanagementplans for newevent venues asneeded.

Mn/DOT andlocal agenciesare responsiblefor the planning,design,construction,operations, andmaintenance oftheir system forinformationdissemination. Mn/DOT, localagencies, lawenforcement,and eventorganizers areresponsible forevent and trafficmanagementplanning andcoordination.They are alsoresponsible forprovidinginformation tothe media andthe public.

This serviceincludesinterconnectsbetween TMCsand roadsideequipment (DMSand HAR). This service alsoincludesinterconnectsbetween TMCs,and travelinformationsystems (511,web sites). It also includesinterconnectsbetween eventorganizers andTMCs.

None ATIS 01


44


ExistingCapability



AssociatedMarket

PackageTM24 Operate

freeway/expresswayDMS

Mn/DOT andother agencies(i.e. lawenforcement) useDMS to providecongestion, traveltime, roadweatherconditions,maintenance andconstruction,incident, safety,security, andemergencyinformation totravelers. Travelers useinformation onDMS to maketravel decisions.

Mn/DOT Metrohas over 85 DMS,and more aredeployed in otherdistricts. Operations ofDMS are capableof being sharedbetweenagencies. Hennepin Countyuses DMS for aqueue detectionsituation.

Expand DMSdeployment.Deploy additionalDMS at keydecision pointsthroughoutMinnesota. Improve cross-jurisdictionaloperations (i.e.among Mn/DOTdistricts, betweenMn/DOT and localagencies, andbetween states). Integration ofportable/temporary DMS incomprehensivesystems.

Mn/DOT RTMC,TOCCs, andother stateagencies (i.e.State Patrol,Maintenance,etc.) areresponsible forthe planning,design,construction,operations, andmaintenance ofDMS systems onfreeways/expressways. Local agenciesare responsiblefor theirsystems.

DMS systemsincludeinterconnectsbetweenroadside DMSequipment andTMCs and otheragenciescontrolling DMSoperation.

None


45


ExistingCapability



AssociatedMarket

PackageTM34 Provide

roadway floodwarnings

Mn/DOT and localagencies usethese systems todetect potentialand actualflooding affectingroadways, alertstate and localenforcement, andprovide warningsto travelers andinformation onalternate routesthrough variousmeans (DMS,HAR, 511). Drivers use thesesystems to avoidflooded roadwaysand reroute totheir destination.

Flood warningsystems areplanned in Austin. Hazardousroadway warningsare an applicationof Intelligent WorkZones (IWZ)Systems.

Deploy floodwarning systemsat locations with ahistory of flooding. Developautomated dataentry into 511system.

Each agency isresponsible forthe planning,design,construction,operations, andmaintenance ofits flood warningsystems.

Flood warningsystems includeinterconnectsbetweenroadsidedetectionequipment androadside signs. Systems alsoincludeinterconnectsbetweenroadsideequipment andTMCs, MCMcenters, lawenforcement,and emergencymanagement.

Need forarchivingsystemactivationlogs.

MC12


46


ExistingCapability



AssociatedMarket

PackageTM35 Provide vehicle

overheightdetection/warningsystems

Mn/DOT and localagencies usethese systems tooverheightvehicles, alertoverheight vehicledrivers, andprovide alternateroute instructions. Drivers ofoverheightvehicles followinstructions andtake an alternateroute.

An overheightdetection/warningsystem has beentested in Mn/DOTDistrict 1B.

Deploy overheightdetection/warningsystems atlocations with lowheight clearancebridgeoverpasses andtunnels. Targetdeployment atlocationsexperienceoverheightincidents.

Each agency isresponsible forthe planning,design,construction,operations, andmaintenance ofits overheightwarningsystems.

This serviceincludesinterconnectsbetweenroadsidedetectionequipment androadsidesignageequipment. It also includesinterconnectsbetweenroadsideequipment andTMCs and MCMcenters. It also includesinterconnectsbetweenroadsideequipment andin vehicleequipment foroverheightvehicles.

None. EM05


47


ExistingCapability



AssociatedMarket

PackageTM43 Notify travelers

of snowplowoperations andcleanup usingDMS

Mn/DOT and localagencies tracksnowplowlocations andactivities and useDMS to providesnowplow locationnotices and snowcleanupmaintenanceinformation totravelers. Travelers observeinformation onDMS and takeprecaution asapproaching andpassingsnowplows inoperation.

Many snowplowsare equipped withAVL to assistmaintenance andtrafficmanagement staffto track snowplowlocations. Mn/DOT Metrohas over 85 DMS,and more aredeployed in otherdistricts. Operations ofDMS are capableof being sharedbetweenagencies.

Expand AVLcapability toadditionalMn/DOT and localagencies’snowplow andmaintenancevehicles. Expand DMSdeployment.Deploy additionalDMS at keydecision pointsthroughoutMinnesota.

Each agency isresponsible forthe planning,design,construction,operations, andmaintenance oftheir DMS andAVL systems.

DMS systemsincludeinterconnectsbetweenroadside DMSequipment andTMCs and otheragenciescontrolling DMSoperation. This service alsoincludesinterconnectsbetween in-vehicleequipment andmaintenancedispatch centers. Interconnectsare also neededbetweenmaintenancedispatch centersand TMCs.

None MC06

Market Packages ATMS07-Regional Traffic ManagementTM01 Provide

efficient signaltiming





48


ExistingCapability



AssociatedMarket

PackageMarket Packages ATMS08-Traffic Incident Management System

TM04 Providecameras atlocations withhigh incidentsfor incidentidentificationand verification


TM09 Sharesurveillancevideo, data andotherinformationwith PSAPs


TM12 Reduceclearance timefor primarycrashes

Mn/DOT, MSP,local agenciesand otherresponseagencies use ITSandcommunicationsto assist incoordination andinformationsharing forincident responseand clearance,and for restoringtraffic to normalflow.

Several ITStechnologies andapplications arecurrently used inincident response– CCTV cameras,FIRSTresponders, CAD,EVP, DMS,detection, andcommunicationbetweentransportationagencies andresponders. Several PSAP’scurrently receivestreaming videoover the internet.

Share CCTV andRWIS videoamongtransportationmanagement andemergencymanagementagencies. Provide livemotion video tothe public overthe Internet. Incorporate StatePatrol’s CAD-to-CAD capabilitywith CAD systemsfor local agencies. Provide additionalinteragencytraining forincidentmanagement.

Transportationagencies areresponsible tocoordinate withemergencymanagementagencies withinformation,data, and videosharing. Emergencymanagementagencies areresponsible forCAD systemintegration.

This serviceincludesinterconnectsbetweenroadsideequipment andTMCs/emergencymanagementagencies. This service alsoincludesinterconnectsbetween TMCsand emergencymanagementagencies. Interconnectsare also neededbetweenemergencymanagementagencies.

CADmessages willbe archivedfor futureanalysis,training, andtort claimsissues. Generalsystem dataneeds to bearchived toindicate howthe systemworked andresponded tothe incident.

EM01 EM02


49


ExistingCapability



AssociatedMarket

PackageTM16 Identify

alternateroutes

Mn/DOT and localagencies worktogether toidentify alternateroutes for variousscenarios. Mn/DOT and localagencies detourtraffic to alternateroutes when aroadway isclosed,congested, or hasreduced capacitydue to incidents,emergencies,evacuations, orplanned events.

Mn/DOT Districtshave identifiedalternate routesfor limitedscenarios basedon location andincomplete sets ofperformanceinformation. Evacuation routesand trafficmanagementplans have beenidentified andevaluated in theTwin Cities metroarea.

Develop andupdate adatabaseincorporatingroadway capacity,restrictions,constructioninformation, andadditionalinformation to beused inrecommendingalternate routes. Develop a systemto automaticallyidentify alternateroutes based onvarious factorsinput byoperators.

Mn/DOT andlocal agenciesare responsibleto plan, design,develop, andmaintain thealternate routeidentificationsystem. Responsibilitieswill vary basedupon the routeclassification(i.e. state orlocal roads)

Alternate routeidentificationsystem includesinterconnectsbetweenalternate routedatabase andTMCs and MCMcenters.

None. EM09 EM10


50


ExistingCapability



AssociatedMarket

PackageTM22 Provide a

system-coordinatedresponse forincidents andemergencies

Transportationand public safetyagencies use ITSandcommunicationsto coordinateresponse to anincident oremergency. Transportationand public safetyagenciescommunicate witheach other andshare informationand resources.

Transportationagencies currentlycommunicate withemergencyresponseagencies when anincident occurs onthe transportationsystem. Mn/DOT and theState Patroldispatchers arecollocated at theRTMC andTOCCs. Agencies haveadopted the NIMSstructure forincident response.

Incorporate StatePatrol’s CAD-to-CAD capabilitywith CAD systemsfor local agencies. There will be anexpansion of theuse of theARMER statewideshared radiosystem. There is currentlynot enoughinteragencytraining.

Transportationand public safetyagencies areresponsible toplan, design,construct,operate,integrate, andmaintain theircommunicationsand CADsystems. Agencies shouldcoordinate witheach other toestablishcommoncommunicationschannels foreffectivecommunicationsduring incidentsandemergencies.

This service willincludeinterconnectsbetween TMCs,911 dispatchcenters andemergencyoperationscenters. This service willalso includeinterconnectsbetween centersand vehicles;and betweencenters androadsideequipment forincidentverification andmonitoring.

CADmessages willbe archivedfor futureanalysis,training, andtort claimsissues. Generalsystem dataneeds to bearchived toindicate howthe systemworked andresponded tothe incident.


51


ExistingCapability



AssociatedMarket

PackageTM41 Improve

incidentinvestigationcapabilities

Make totalstations and/orphotogrammetryequipmentavailable to allagenciesinvestigatingaccidents. State Patroltroopers and localpublic safetypersonnel closean incident scenefor as long as ittakes to collectand reviewevidence of acrash scene.

MSP and localagencies use totalstations and/orphotogrammetryequipment toquickly andthoroughly recordan incident site for3-dimensional re-creation later,allowing anincident scene tobe opened in lesstime and increasethe safety ofpublic safetypersonnel andmotoring public.

Make totalstations and/orphotogrammetryavailable to publicsafety agenciesfor incidentinvestigation,crash scenereconstructionanddocumentation. Systems are notdistributed to allthat could usethem.

Agencies areresponsible forprocuring andmaintaining theirown equipmentand trainingstaff.

None. Totalstations andphotogrammetryequipment areself-containedsystems made ofcameras used togather imagesand computersto process themand developrecreations.

Highresolutionimages and 3-dimensionalsimulations ofincidentscenes willneed to bestored withincident files.


52


ExistingCapability



AssociatedMarket

PackageMarket Packages ATMS09-Traffic Forecast and Demand Management

TM03 Use archiveddata for trafficmanagementstrategydevelopmentand long rangeplanning

Mn/DOT OIM,ODS, and localagencies (i.e.MetropolitanCouncil) utilizecollected trafficdata to bettermanage and planresources anddetermineeffectivestrategies andactions (i.e.projectdevelopment) toaddresstransportationchallenges.

Mn/DOT andlocal agenciescurrently collecttraffic volume,crash, and othertraffic event datafor planning use.

Develop anautomatedsystem for dataarchiving.

Develop a user-friendly system toquickly find andprocess archiveddata.

Develop planningand operationsmodels thatincorporate non-ideal conditions,such as laneclosures oremergencies.

Incorporate datainto Metro GISmapping efforts

Mn/DOT TDAand RTMC areresponsible toplan, design,construct,operate,integrate, andmaintain dataarchivesystems.

Local agenciesare responsibleto plan, design,construct,operate, andmaintain theirown dataarchives.

This serviceincludesinterconnectsbetween TMCsand DataArchives; andbetween DataArchives andarchive datausers.

This servicealso includesinterconnectsbetweenMn/DOT (state)level data andcity/county(local) leveldata.

This serviceis dependenton archiveddata fromotherservices.Statewidedataformattingand archivingstandardsarenecessaryfor thisservice to beused for allplanning andtrafficmanagementpurposes.

AD1 AD2

Market Packages ATMS10-Electronic Toll CollectionTM20 Operate

dynamicshoulders


TM26 OperateMnPASS HOTlanes



53


ExistingCapability



AssociatedMarket

PackageTM30 Provide simple

and integratedelectronicpaymentsystems

Parking garageoperators, tolloperators, andtransit operatorsintegrate theirpayment systemsinto a singleelectronicpayment system. Travelers use asingle paymentcard/device to payparking, toll, andtransit fareelectronically.

MnPASS iscurrently used onI-394 for pay tolls. City ofMinneapolisparking rampsuse a separateautomatedpayment system.

IntegrateMnPASS with Cityof Minneapolisparking paymentsystems. Integrate variouspayment systemsfor transit,parking, andMnPASS to asingle system.

Mn/DOT, City ofMinneapolis,parkingoperators andtransit operatorsare responsibleto coordinateand integrateMnPASS intothe parking feepaymentsystems.

Electronicpaymentsystems includeinterconnectsbetween in-vehicletranspondersand roadsidereaders. Systems alsoincludeinterconnectsbetweenroadsideequipment andparkingmanagementsystems. Interconnectsbetween parkingmanagementsystems and theMnPASScustomer centerare also needed.

Accounttransactionsand parkingutilizationdata shouldalso bearchived forback-officeaccountmanagement.

ATMS16 APTS04




54


ExistingCapability



AssociatedMarket

PackageMarket Package ATMS11-Emissions Monitoring and Management

TM31 Monitor andcollect airquality data

Federal, state,and localagencies collectair quality data inselected areas tomeasureemissions and airpollution levels. Mn/DOTEnvironmentalServices and theMinnesotaPollution ControlAgency (MPCA)use data tomonitor andanalyze air qualityin the Twin Citiesmetro area. Mn/DOT informstravelers of ozoneand air qualityinformation. Travelers use airquality informationto make traveland modalchoices.

Air qualitysensors areinstalled on I-394and the LowryTunnel inMinneapolis.

Install additionalair quality sensorsat strategiclocations. Refine air qualityanalysisalgorithms Develop futurestrategies toreducegreenhousegases.

Federal, state(i.e. Mn/DOT),and localagencies areresponsible toplan, design,construct, andmaintain the airqualitymonitoringsystem. Mn/DOTPlanning isresponsible foranalysis of datafor long termplanningpurposes.

Air qualitymonitoringsystems includeinterconnectsfrom roadsideequipment to theRTMC.

Monitoringcenter shouldarchive airquality datafor futureenvironmentalstudy andanalysis.

Market Package ATMS12-Roadside Lighting SystemWhile there are lighting management systems in Minnesota, no needs or services under this market package were identified by stakeholders.


55


ExistingCapability



AssociatedMarket

PackageMarket Package ATMS13-Standard Railroad Grade Crossing

TM28 Providerailroadflashing lightsignals andgates

Mn/DOT and localagencies use thissystem to warndrivers of trainsapproachingcrossing. Drivers use thissystem todetermine whenthey should waitfor trains to cross.

Many ruralrailroad crossingscurrently havepassive warningsystems, mostlystatic signs. Some railroadcrossings alreadyhave activewarning systems.

Deploy activeflashing lightsignals and gatesat highway/railroadintersections thathave historicallyhigh incidentrates. Develop low-costactive warningsystems for low-volume crossingsand remote/ruralareas.

Mn/DOT andlocal agenciesare responsibleto plan, design,and constructthe activerailroad crossingwarningsystems. Railroadcompanies areresponsible tomaintain theactive railroadcrossing warningsystems. Coordination isneeded betweenMn/DOT/localagencies andrailroadcompanies inplanning anddesign phases.

Active railroadcrossing warningsystems includeinterconnectsbetweenwaysidedetectionequipment androadsidewarningequipment. It also includesinterconnectsbetweenroadsideequipment andrail operatorsand MCMcenters.

Crossingequipmentfailure datawill bearchived forfuture safetyandmaintenanceanalysis

ATMS14


56


ExistingCapability



AssociatedMarket

PackageTM38 Provide health

monitoring ofrail crossings

Mn/DOT Office ofFreight and CVOwill use thissystem to detectfaults in thehighway-railintersection (HRI)equipment andsend repair crewsto performmaintenance. Local trafficagencies andrailroadcompanies willperform the healthmonitoring of railcrossings.

Limited railroadcrossings arecurrentlyequipped withhealth monitoringsystems.

Install HRImonitoringequipment atadditional keycrossings totransmitequipment failuredata to HRI signalmaintenancecenter.

Local agenciesor railroadcompanies areresponsible toplan, design,construct, andmaintain therailroad crossinghealthmonitoringsystems.

Railroadcrossing healthmonitoringsystem includesinterconnectsbetweenroadsidecrossingequipment andMCM centers.

Crossingequipmentfailure datawill be loggedand archivedfor futuresafety andmaintenanceanalysis.

ATMS14

Market Package ATMS14-Advanced Railroad Grade CrossingTM28 Provide

railroadflashing lightsignals andgates

See information under ATMS13.

TM38 Provide healthmonitoring ofrail crossings

See information under ATMS13.

Market Package ATMS15-Railroad Operations CoordinationWhile there are significant railroad operations in Minnesota, no needs or services under this market package were identified by stakeholders.


57


ExistingCapability



AssociatedMarket

PackageMarket Package ATMS16-Parking Facility Management

TM21 Provideinformation onparkingavailability

Parking operatorsuse parkingmanagementsystems to obtainparkingavailability andprovide theinformation to thepublic via DMS ator near rampentrances as wellas via websites. Parking operatorsshare parkingavailability withtransportationmanagementagencies. Drivers useavailabilityinformation tomake parkingdecisions. Parking operatorsshare availabilityinformation withother parkingoperators in thearea forcoordination andfacilitation ofregional parkingmanagementstrategies.

The City of St.Paul and a privatepartner operatean advancedparkingmanagementsystem in the St.Paul downtownarea. Other agencies(University ofMinnesota,MetropolitanAirportsCommission, etc.)operate advancedparkingmanagementsystems tomonitor parkingand distributeparkinginformation to thepublic.

Transit agenciesto provide park &ride lot parkingavailability Upgrade the St.Paul parkingmanagementsystem, inparticular thecommunicationscomponents. Provide advancedparkingmanagementsystems indowntownMinneapolis andother areas asappropriate. Deploy parkinginformationsystems at metropark-and-ride lots. Provide regionalparkingmanagementsystems tosupportcoordinationbetween parkingfacilities.

Parking facilityoperators areresponsible forcoordination inplanning,designing,constructing,and maintainingtheir parkingmanagementsystem. Local agenciesare responsiblefor coordinatingwith privateparking rampoperators andencouragingregionalinformationsharing andcoordination.

The parkingmanagementsystems includeinterconnectsbetweenroadsideequipment nearthe parkingramps and theparkingoperator. Systems alsoincludeinterconnectsbetween parkingoperators andTMCs; andbetween parkingoperations in thesame area.

None ATMS17


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ExistingCapability



AssociatedMarket

PackageTM30 Provide simple

and integratedelectronicpaymentsystems


Market Packages ATMS17-Regional Parking ManagementTM21 Provide

information onparkingavailability


Market Packages ATMS18-Reversible Lane ManagementTM11 Operate

reversiblelanes

Mn/DOT RTMCcontrolsreversible lanesto maximizetraffic throughoutand mitigatecongestion.

Mn/DOT RTMCuses CCTV tomonitorreversible laneoperations.

Mn/DOT RTMCsends fieldpersonnel toverify safeconditions priorto switchingdirection of trafficfor reversiblelanes.

Mn/DOT RTMCcurrentlyoperatesreversible laneson I-394MnPASS HOTlanes in themetro area.

Mn/DOT isconsideringimplementing areversible/contra-flow system atseveral locationsin the metroarea.

Mn/DOT RTMCand/or localagencies areresponsible toplan, design,construct,operate, andmaintain thereversible lanesand associatedsystems.

Reversible lanesystems couldincludeinterconnectsbetweenroadsideequipment(gates, signs,and monitoringequipment) andthe RTMC.

Will need toarchive gateopen andclose events.

TM26 OperateMnPASS HOTlanes



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ExistingCapability



AssociatedMarket

PackageTM36 Implement

IntegratedCorridorManagement(ICM)strategies


Market Package ATMS19-Speed MonitoringTM06 Provide speed

enforcement athigh risklocations toimprove safety

State Patrol andlocal agenciesuse automatedspeed monitoringand enforcementto reduce crashesat high risklocations.

Mn/DOT and localagencies usedynamic speedfeedback signs toinform drivers oftheir currentspeeds comparedto the postedspeed limits.

Automated speedenforcement isnot permissibleunder currentstatute.Legislation mustbe passed toauthorize it. With legislationauthorized,deploy system atlocations wherespeed violationsoccur most often.

Each agency isresponsible toplan, design,construct,operate, andmaintain its ownautomatedspeedenforcementsystems.

Speedenforcementsystems includeinterconnectsbetweenroadwaydetectionequipment andin-vehicleequipment in theenforcementvehicles. The systemsmay also includeinterconnectsbetweenroadsidedetectionequipment androadsidedynamicfeedback/speedwarningequipment.

Speedenforcementdata shouldbe archived tostudy thepotentialeffects ofautomatedenforcementon speed limitcompliance.


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ExistingCapability



AssociatedMarket

PackageTM08 Provide

enhancedmanual orautomatedspeedenforcement toimprove safety

State Patrol andlocal agenciesperform speedenforcement atlocationsexperiencingfrequent speedingas a deterrent toimprove travelsafety State Patrol andlocal agenciesuse automatedspeed monitoringand enforcementto reduce crashes Drivers complywith speed limitsand travel withsafe speeds.

State Patrol andlocal enforcementagencies patrolroadwaysregularly toenforce speedcompliance. Target speedenforcement atlocations withfrequent speedingand/or highincidents due tospeeding.

Increaseautomated speedenforcement isnot permissibleunder currentstatute.Legislation mustbe passed toauthorize it. Conductoperational testsand move towardfull legislativeapproval

State patrol andlocal agenciesare responsiblefor performingspeedenforcement.

Speedenforcementdoes not includeanyinterconnects. Automatedspeedenforcementsystems includeinterconnectsbetweenroadwaydetectionequipment andin-vehicleequipment in theenforcementvehicles.

Speeding andenforcementdata shouldbe archived.

MC08


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ExistingCapability



AssociatedMarket

PackageTM18 Provide

dynamic speedfeedback todrivers andenforcementagencies

Mn/DOT and localagencies usedynamic speedfeedback to alertdrivers of theirspeeds. Mn/DOTConstruction andMaintenance andlocal agenciesadvise drivers onthe speed tosafely travelthrough a workzone. Drivers view thespeed informationand makeadjustment asappropriate.

Mn/DOT and localagencies usedynamic feedbacksystems. Speed AdvisoryInformation is anapplication of theIntelligent WorkZone (IWZ)systems. Mn/DOT usesthese systems formaintenance andconstructionactivities.

Deploy dynamicadvisory speedsystems at morework zones toprovide smoothtraffic flowthrough workzones. Deploy dynamicadvisory speedsystems at morepermanent non-work zonelocations.

Each agenciesis responsible toplan, design,construct,operate, andmaintain theirown dynamicspeed feedbacksystems. Privatecontractors arealso responsiblefor operatingdynamicadvisory speedsystems in workzones.

This serviceincludesinterconnectsbetweenroadwaydetectionequipment androadway signingequipment. This service alsoincludesinterconnectsbetweenroadside signingequipment andremote serverfor systemcontrol.

Speedfeedbackactivationdata shouldbe archivedfor futureanalysis todeterminehow well thesystems work. Datacollectionoptionsinclude localstorage andreal-timecommunication.

TM32 Provide curvespeedwarnings

Mn/DOT and localagencies use thissystem to alertdrivers to safedriving speeds forcurves to reducecrashes. Drivers use thissystem todetermine safedriving speed.

Mn/DOT has usedthis system onsome curves. Static signs areoften used torecommendspeeds fordrivers.

Deploy speedwarning systemsat curves withrecurring adverseroadwayconditions and/orhigh crash rates.

Each agency isresponsible toplan, design,construct,operate, andmaintain its owncurve speedwarningsystems.

Speed warningsystems includeinterconnectsbetweenroadwaydetectionequipment androadway signequipment.

None.


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ExistingCapability



AssociatedMarket

PackageTM40 Enhance

enforcement inwork zones

Mn/DOT and localagencies usespeed monitoringequipment toassistenforcementagencies withdetecting speedviolations in workzone. Mn/DOT, StatePatrol, and localagencies useautomated speedenforcement as adeterrent toimprove travelsafety in workzones.

Mn/DOT usesdynamic speedfeedback signs toinform drivers oftheir currentspeeds comparedto the postedspeed limits. State Patrol andlocal agenciesperform manualenforcement inwork zones.

Increase manualenforcement inwork zones andgradually movetoward automatedenforcementthroughoperational testsand enablinglegislation. Automated speedenforcement isnot permissibleunder currentstatute.Legislation mustbe passed toauthorize it.

State patrol andlocal agenciesare responsibleto performenforcement inwork zones. Each agency isresponsible toplan, design,construct,operate, andmaintain theirautomatedspeedenforcementsystems.

Speedenforcementsystems mayincludeinterconnectsbetweenroadwaydetectionequipment,centers, and in-vehicleequipment.

Speedenforcementdata shouldbe archived tostudy thepotentialeffects ofautomatedenforcementon speed limitcompliance.

MC08

TM42 Use roadsidedata collectorsto determinelocations withhigh incident ofspeeding


Market Packages ATMS20-Drawbridge ManagementWhile there are drawbridge operations in Minnesota, no needs or services under this market package were identified by stakeholders.


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ExistingCapability



AssociatedMarket

PackageMarket Package ATMS21-Roadway Closure Management

TM29 Provideautomated/remote controlgate systems

Mn/DOT TOCCsremotely operategates to closeroadways orramps due tounsafe drivingconditions. Mn/DOT or localagencies operategate systems forreversible lanes. RTMC and TOCCoperators visuallyverify the safeactivation of gatesystems. Systems also willallow specialtransit access atfuture Bus RapidTransit stations

An automatedgate closuresystem isdeployed on I-90at Jackson.

Provide additionalsystems at rurallocationsexperiencingunsafe drivingconditions. Provide CCTVcameras to assistverifying safeoperation of thegate closuresystem.

Mn/DOT RTMCand TOCCs areresponsible toplan, design,construct,operate, andmaintain theautomated gateclosure systemin theirjurisdictions.

Automated/remote controlgate closuresystems includeinterconnectsbetweenroadsideequipment(gates andcameras) andTMCs. The systemsmay also includeinterconnectsbetween TMCsand roadsideDMS equipment.

Will need toarchive gateopen andclose events.


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ExistingCapability



AssociatedMarket

PackageMarket Packages AVSS05-Intersection Safety Warning1

TM33 Provideintersectioncollisionavoidancesystems

Mn/DOT/LocalAgencies use thisservice to alertdrivers of unsafegaps to avoidcollisions atintersections. Drivers use thisservice to takeappropriate actionto avoid collisions.

Mn/DOT/LocalAgencies areparticipating inFHWA’sCooperativeIntersectionCollisionAvoidanceSystem (CICAS)initiative.

Test and deployintersectionwarning systemsat rural andsuburbanintersections. Research,develop and testintersectioncollisionavoidancesystems.

Mn/DOT/LocalAgencies areresponsible todevelop, test,deploy, operate,and maintainintersectionwarningsystems. FHWA inconjunction withstate DOTs,automobilemanufactures,and researchinstitutes areresponsible fordeveloping andtestingintersectioncollisionavoidancesystems.

Intersectionwarning systemsincludeinterconnectsbetweenroadsidedetectionequipment androadsidewarningsystems. Intersectioncollisionavoidancesystems includeinterconnectsbetweenroadsideequipment andin-vehicleequipment.

Activation andperformancedata will bearchived forfutureanalysis.

AVSS10

1 Description of AVSS05 – Intersection Safety Warning: This market package will determine the probability of a collision in an equipped intersection (eitherhighway-highway or highway-rail) and provide timely warnings to drivers in response to hazardous conditions. Monitors in the roadway infrastructure assessvehicle locations and speeds near an intersection. Using this information, a warning is determined and communicated to the approaching vehicle using ashort range communications system. Information can be provided to the driver through the market package ATIS9 – In-Vehicle Signing.


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ExistingCapability



AssociatedMarket

PackageMarket Packages AVSS10-Intersection Collision Avoidance2

TM33 Provideintersectioncollisionavoidancesystems

See information under AVSS05

2 Description of AVSS10 – Intersection Collision Avoidance: This market package will determine the probability of an intersection collision and provide timelywarnings to approaching vehicles so that avoidance actions can be taken. This market package builds on the Intersection Collision Warning infrastructureand in-vehicle equipment and adds equipment in the vehicle that can take control of the vehicle in emergency situations. The same monitors in the roadwayinfrastructure are needed to assess vehicle locations and speeds near an intersection. This information is determined and communicated to the approachingvehicle using a short range communications system. The vehicle uses this information to develop control actions which alter the vehicle’s speed andsteering control and potentially activate its pre-crash safety system.


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Appendix D: ATMS Market Packages and DescriptionsThe descriptions of ATMS market packages are taken directly from the National ITSArchitecture version 6.0.

ATMS01-Network SurveillanceThis market package includes traffic detectors, other surveillance equipment, the supportingfield equipment, and fixed-point to fixed-point communications to transmit the collected databack to the Traffic Management Subsystem. The derived data can be used locally such as whentraffic detectors are connected directly to a signal control system or remotely (e.g., when aCCTV system sends data back to the Traffic Management Subsystem). The data generated bythis market package enables traffic managers to monitor traffic and road conditions, identify andverify incidents, detect faults in indicator operations, and collect census data for traffic strategydevelopment and long range planning. The collected data can also be analyzed and madeavailable to users and the Information Service Provider Subsystem.

ATMS02-Traffic Probe SurveillanceThis market package provides an alternative approach for surveillance of the roadway network.Two general implementation paths are supported by this market package: 1) wide-area wirelesscommunications between the vehicle and center is used to communicate vehicle operationalinformation and status directly to the center, and 2) dedicated short range communicationsbetween passing vehicles and the roadside is used to provide equivalent information to thecenter. The first approach leverages wide area communications equipment that may already bein the vehicle to support personal safety and advanced traveler information services. Thesecond approach utilizes vehicle equipment that supports toll collection, in-vehicle signing, andother short range communications applications identified within the architecture. The marketpackage enables transportation operators and traveler information providers to monitor roadconditions, identify incidents, analyze and reduce the collected data, and make it available tousers and private information providers. It requires one of the communications options identifiedabove, on-board equipment, data reduction software, and fixed-point to fixed-point linksbetween centers to share the collected information. Both “Opt out” and “Opt in” strategies areavailable to ensure the user has the ability to turn off the probe functions to ensure individualprivacy. Due to the large volume of data collected by probes, data reduction techniques arerequired, such as the ability to identify and filter out-of-bounds or extreme data reports.

ATMS03-Surface Street ControlThis market package provides the central control and monitoring equipment, communicationlinks, and the signal control equipment that support local surface street control and/or arterialtraffic management. A range of traffic signal control systems are represented by this marketpackage ranging from fixed-schedule control systems to fully traffic responsive systems thatdynamically adjust control plans and strategies based on current traffic conditions and priorityrequests. This market package is generally an intra-jurisdictional package that does not rely onreal-time communications between separate control systems to achieve area-wide traffic signalcoordination. Systems that achieve coordination across jurisdictions by using a common timebase or other strategies that do not require real time coordination would be represented by thispackage. This market package is consistent with typical urban traffic signal control systems.

ATMS04-Freeway ControlThis market package provides central monitoring and control, communications, and fieldequipment that support freeway management. It supports a range of freeway management


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control strategies including ramp metering, interchange metering, mainline lane controls,mainline metering, and other strategies including variable speed controls. This packageincorporates the instrumentation included in the Network Surveillance Market Package tosupport freeway monitoring and adaptive strategies as an option.

This market package also includes the capability to utilize surveillance information for detectionof incidents. Typically, the processing would be performed at a traffic management center;however, developments might allow for point detection with roadway equipment. For example, aCCTV might include the capability to detect an incident based upon image changes.Additionally, this market package allows general advisory and traffic control information to beprovided to the driver while en route.

ATMS05-HOV Lane ManagementThis market package manages HOV lanes by coordinating freeway ramp meters and connectorsignals with HOV lane usage signals. Preferential treatment is given to HOV lanes using specialbypasses, reserved lanes, and exclusive rights-of-way that may vary by time of day. Vehicleoccupancy detectors may be installed to verify HOV compliance and to notify enforcementagencies of violations.

ATMS06-Traffic Information DisseminationThis market package provides driver information using roadway equipment such as dynamicmessage signs or highway advisory radio. A wide range of information can be disseminatedincluding traffic and road conditions, closure and detour information, incident information, andemergency alerts and driver advisories. This package provides information to drivers at specificequipped locations on the road network. Careful placement of the roadway equipment providesthe information at points in the network where the drivers have recourse and can tailor theirroutes to account for the new information. This package also covers the equipment andinterfaces that provide traffic information from a traffic management center to the media (forinstance via a direct tie-in between a traffic management center and radio or television stationcomputer systems), Transit Management, Emergency Management, and Information ServiceProviders. A link to the Maintenance and Construction Management subsystem allows real timeinformation on road/bridge closures due to maintenance and construction activities to bedisseminated.

ATMS07-Regional Traffic ManagementThis market package provides for the sharing of traffic information and control among trafficmanagement centers to support regional traffic management strategies. Regional trafficmanagement strategies that are supported include coordinated signal control in a metropolitanarea and coordination between freeway operations and arterial signal control within a corridor.This market package advances the Surface Street Control and Freeway Control MarketPackages by adding the communications links and integrated control strategies that enableintegrated interjurisdictional traffic management. The nature of optimization and extent ofinformation and control sharing is determined through working arrangements betweenjurisdictions. This package relies principally on roadside instrumentation supported by theSurface Street Control and Freeway Control Market Packages and adds hardware, software,and fixed-point to fixed-point communications capabilities to implement traffic managementstrategies that are coordinated between allied traffic management centers. Several levels ofcoordination are supported from sharing of information through sharing of control between trafficmanagement centers.

ATMS08-Traffic Incident Management System


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This market package manages both unexpected incidents and planned events so that theimpact to the transportation network and traveler safety is minimized. The market packageincludes incident detection capabilities through roadside surveillance devices (e.g. CCTV) andthrough regional coordination with other traffic management, maintenance and constructionmanagement and emergency management centers as well as rail operations and eventpromoters. Information from these diverse sources is collected and correlated by this marketpackage to detect and verify incidents and implement an appropriate response. This marketpackage supports traffic operations personnel in developing an appropriate response incoordination with emergency management, maintenance and construction management, andother incident response personnel to confirmed incidents. The response may include trafficcontrol strategy modifications or resource coordination between center subsystems. Incidentresponse also includes presentation of information to affected travelers using the TrafficInformation Dissemination market package and dissemination of incident information totravelers through the Broadcast Traveler Information or Interactive Traveler Information marketpackages. The roadside equipment used to detect and verify incidents also allows the operatorto monitor incident status as the response unfolds. The coordination with emergencymanagement might be through a CAD system or through other communication with emergencyfield personnel. The coordination can also extend to tow trucks and other allied responseagencies and field service personnel.

ATMS09-Traffic Forecast and Demand ManagementThis market package includes advanced algorithms, processing, and mass storage capabilitiesthat support historical evaluation, real-time assessment, and forecast of the roadway networkperformance. This includes the prediction of travel demand patterns to support better link traveltime forecasts. The source data would come from the Traffic Management Subsystem itself aswell as other traffic management centers and forecasted traffic loads derived from route planssupplied by the Information Service Provider Subsystem. This market package provides datathat supports the implementation of TDM programs, and policies managing both traffic and theenvironment. The package collects information on vehicle pollution levels, parking availability,usage levels, and vehicle occupancy to support these functions. Demand management requestscan also be made to Toll Administration, Transit Management, and Parking ManagementSubsystems.

ATMS10-Electronic Toll CollectionThis market package provides toll operators with the ability to collect tolls electronically anddetect and process violations. The fees that are collected may be adjusted to implementdemand management strategies. Dedicated short range communication between the roadwayequipment and the vehicle is required as well as fixed-point to fixed-point interfaces between thetoll collection equipment and transportation authorities and the financial infrastructure thatsupports fee collection. Vehicle tags of toll violators are read and electronically posted to vehicleowners. Standards, inter-agency coordination, and financial clearinghouse capabilities enableregional and ultimately national interoperability for these services. Two other market packages,APTS04: Transit Fare Collection Management and ATMS16: Parking Facility Management alsoprovides electronic payment services. These three market packages in combination provide anintegrated electronic payment system for transportation services.

The toll tags and roadside readers that these systems utilize can also be used to collect roaduse statistics for highway authorities. This data can be collected as a natural by-product of thetoll collection process or collected by separate readers that are dedicated to probe datacollection.


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ATMS11-Emissions Monitoring and ManagementThis market package monitors individual vehicle emissions and provides general air qualitymonitoring using distributed sensors to collect the data. The collected information is transmittedto the emissions management subsystem for processing. Both area wide air quality monitoringand point emissions monitoring are supported by this market package. For area widemonitoring, this market package measures air quality, identifies sectors that are non-compliantwith air quality standards, and collects, stores and reports supporting statistical data. For pointemissions monitoring, this market package measures tail pipe emissions and identifies vehiclesthat exceed emissions standards. Summary emissions information or warnings can also bedisplayed to drivers. The gathered information can be used to implement environmentallysensitive TDM programs, policies, and regulations.

ATMS12-Roadside Lighting SystemThis market package includes systems that manage electrical lighting systems by monitoringoperational conditions and using the lighting controls to vary the amount of light provided alongthe roadside. These systems allow a center to control lights based on traffic conditions, time-of-day, and the occurrence of incidents. Such systems can increase the safety of a roadwaysegment by increasing lighting and conserve energy at times when conditions warrant areduction in the amount of lighting.

ATMS13-Standard Railroad Grade CrossingThis market package manages highway traffic at highway-rail intersections (HRIs) whereoperational requirements do not dictate more advanced features (e.g., where rail operationalspeeds are less than 80 miles per hour). Both passive (e.g., the crossbuck sign) and activewarning systems (e.g., flashing lights and gates) are supported. (Note that passive systemsexercise only the single interface between the roadway subsystem and the driver in thearchitecture definition.) These traditional HRI warning systems may also be augmented withother standard traffic management devices. The warning systems are activated on notificationby interfaced wayside equipment of an approaching train. The equipment at the HRI may alsobe interconnected with adjacent signalized intersections so that local control can be adapted tohighway-rail intersection activities. Health monitoring of the HRI equipment and interfaces isperformed; detected abnormalities are reported to both highway and railroad officials throughwayside interfaces and interfaces to the traffic management subsystem.

ATMS14-Advanced Railroad Grade CrossingThis market package manages highway traffic at highway-rail intersections (HRIs) whereoperational requirements demand advanced features (e.g., where rail operational speeds aregreater than 80 miles per hour). This market package includes all capabilities from the StandardRailroad Grade Crossing Market Package and augments these with additional safety features tomitigate the risks associated with higher rail speeds. The active warning systems supported bythis market package include positive barrier systems that preclude entrance into the intersectionwhen the barriers are activated. Like the Standard Package, the HRI equipment is activated onnotification by wayside interface equipment which detects, or communicates with theapproaching train. In this market package, the wayside equipment provides additionalinformation about the arriving train so that the train's direction of travel, estimated time of arrival,and estimated duration of closure may be derived. This enhanced information may be conveyedto the driver prior to, or in context with, warning system activation. This market package alsoincludes additional detection capabilities that enable it to detect an entrapped or otherwiseimmobilized vehicle within the HRI and provide an immediate notification to highway andrailroad officials.


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ATMS15-Railroad Operations CoordinationThis market package provides an additional level of strategic coordination between freight railoperations and traffic management centers. Rail operations provides train schedules,maintenance schedules, and any other forecast events that will result in highway-railintersection (HRI) closures. This information is used to develop forecast HRI closure times anddurations that may be used in advanced traffic control strategies or to enhance the quality oftraveler information.

ATMS16-Parking Facility ManagementThis market package provides enhanced monitoring and management of parking facilities. Itassists in the management of parking operations, coordinates with transportation authorities,and supports electronic collection of parking fees. This market package collects current parkingstatus, shares this data with Information Service Providers and Traffic Management, andcollects parking fees using the same in-vehicle equipment utilized for electronic toll collection orcontact or proximity traveler cards used for electronic payment. Two other market packages,APTS04: Transit Fare Collection Management and ATMS10: Electronic Toll Collection alsoprovides electronic payment services. These three market packages in combination provide anintegrated electronic payment system for transportation services.

ATMS17-Regional Parking ManagementThis market package supports coordination between parking facilities to enable regional parkingmanagement strategies.

ATMS18-Reversible Lane ManagementThis market package provides for the management of reversible lane facilities. In addition tostandard surveillance capabilities, this market package includes sensory functions that detectwrong-way vehicles and other special surveillance capabilities that mitigate safety hazardsassociated with reversible lanes. The package includes the field equipment, physical laneaccess controls, and associated control electronics that manage and control these speciallanes. This market package also includes the equipment used to electronically reconfigureintersections and manage right-of-way to address dynamic demand changes and specialevents.

ATMS19-Speed MonitoringThis market package monitors the speeds of vehicles traveling through a roadway system. If thespeed is determine to be excessive, roadside equipment can suggest a safe driving speed.Environmental conditions may be monitored and factored into the safe speed advisories that areprovided to the motorist. This service can also support notifications to an enforcement agency toenforce the speed limit on a roadway system.

ATMS20-Drawbridge ManagementThis market package supports systems that manage drawbridges at rivers and canals and othermultimodal crossings (other than railroad grade crossings which are specifically covered byother market packages). The equipment managed by this market package includes controldevices (e.g., gates, warning lights, dynamic message signs) at the drawbridge as well as theinformation systems that are used to keep travelers apprised of current and forecasteddrawbridge status.

ATMS21-Roadway Closure ManagementThis market package closes roadways to vehicular traffic when driving conditions are unsafe,maintenance must be performed, and other scenarios where access to the roadway must be


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prohibited. The market package includes automatic or remotely controlled gates or barriers thatcontrol access to roadway segments including ramps and traffic lanes. Remote control systemsallow the gates to be controlled from a central location or from a vehicle at the gate/barrierlocation, improving system efficiency and reducing personnel exposure to unsafe conditionsduring severe weather and other situations where roads must be closed. Surveillance systemsallow operating personnel to visually verify the safe activation of the closure system and driverinformation systems (e.g., DMS) provide closure information to motorists in the vicinity of theclosure. The equipment managed by this market package includes the control and monitoringsystems, the field devices (e.g., gates, warning lights, DMS, CCTV cameras) at the closurelocation(s), and the information systems that notify other systems of a closure. This marketpackage covers general road closure applications; specific closure systems that are used atrailroad grade crossings, drawbridges, reversible lanes, etc. are covered by other ATMS marketpackages.

minnesota statewide regional its architecture

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