Strategic Issues Facing Transportation, Volume 3: Expediting Future Technologies for Enhancing Transportation System Performance (2013) / Chapter Skim
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Pages 71-93
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71 Population growth and urbanization have increased traffic congestion around the world. An increasing number of US highways and roads experience overwhelming traffic congestion, even though most Interstate physical and safety conditions have been improved.
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72 – Safety: 77 Highway accidents propensity (collisions/yr/mi) , 77 Severity of accidents (fatalities/collision/mi)
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73 Driver information systems have the potential for reducing congestion, smoothing traffic flows, and increasing the efficiency of transportation infrastructure. Providing motorists with better and more information about traffic conditions may decrease travel times because motorists can use this information to make better decisions about whether, when, and where to travel.
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74 information systems. Some of the concepts using IT technologies in driver information systems are already commercial applications; other are experimental concepts or state-of-theart concepts (Watling, 1999)
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75 (continued on next page) Table C-1.
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76 Sustainability Safety Mobility Television broadcast traffic pages Internet traffic pages Kiosks Telephone information systems Highway Advisory Radio Traffic Message Radio Channel Adaptive Signal Control Technology Dynamic Message Signs Portable Dynamic Message Signs • Collision avoidance (V2V) • Cooperative Adaptive Cruise Control (V2V)
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77 provide motorists with traffic and safety reports, as well as route selection advice while driving by calling the 511 number. The versatility of 511 systems permits motorists to tailor this vast information to meet their specific needs and develop personal heuristics that can help them in optimizing their use of the transportation network (e.g., choosing less congested routes, better scheduling their journey)
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78 work, expected weather conditions, current speed limits, and so forth. Motorists receive and process this information on their own and decide how best to use it.
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79 ing motorists' average traveling speed, and of increasing the capacity of the transportation network. The technology provides motorists with pre-trip and en route descriptive traffic information for assisting them in planning their trips and in adapting to changing road conditions, which expands motorists' options to use traffic information during their trips; • High impact.
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80 bundles needed for the deployment of new transportation technologies: Roadside Telecommunications (RS-TC) , Roadside Detection (RS-D)
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81 Barriers. The main limitations faced by traffic information kiosks include unfamiliarity with the technology among motorists as well as the lack of necessary vendor or support base.
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82 changing road, weather, and congestion conditions. Motorists that use highway advisory radio have a positive opinion of the technology.
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83 advisory radio. Dynamic message signs are used to disseminate en route information on freeways and arterials in approximately 86 metropolitan areas in the United States.
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84 Portable Dynamic Message Signs Impacts. There is an evident overlap between the capabilities of portable dynamic message signs and the more standard fixed dynamic message signs because they are used to disseminate the same sort of traffic and safety information.
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85 unfamiliarity with the technology and the uncertainty about its performance to say nothing of their willingness to use such systems if available on their vehicles. Such systems also require modifications to automobiles by the manufacturers.
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86 is then transmitted to motorists using vehicle data sensors or other wireless networks. Information that can be transmitted to drivers includes vehicle collision warnings, weather and congestion alerts, and other descriptive information to improve drivers' visibility in conditions of reduced sight distance, night driving, inadequate lighting, and snow and other unexpected weather conditions.
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87 (continued on next page) Table C-10.
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88 functions. The research team was interested in analyzing which tradeoffs exist between the different technologies in terms that bear on agency decisions.
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89 Costs For the comparison of costs, the research team used the average of the nominal values presented in Chapter 3. As in the bridge deck evaluation example, a fuller treatment would represent the ranges of current thinking about possible costs.
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90 telephone information systems. As reflected in the POSI scores, transportation agencies could opt for supporting the implementation of a technology that would be less expensive for them but that would have higher system costs but possibly less-wide public acceptance.
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91 grated telephone information systems. Two other technologies could offer high safety impacts at apparently low agency cost (i.e., in-vehicle navigation systems with GPS and cooperative adaptive cruise control technologies)
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92 dimension.74 The vertical axis represents the total mission goal value considering the three metrics of the analysis: mobility, safety and sustainability. The points further from the origin represent those technologies that offer the highest combined assessment of potential agency mission value.
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93 transportation agencies. A similar logic applies for cooperative adaptive cruise control.
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