Federal Government Congestion Relief Initiative 2006

Overview

3/8/06

Transportation system congestion is one of the single largest threats to our nation's economic prosperity and way of life. Whether it takes the form of cars and trucks stalled in traffic, cargo stuck at overwhelmed seaports, or airplanes circling over crowded airports, congestion costs America an estimated $200 billion a year. In 2003, Americans lost 3.7 billion hours and 2.3 billion gallons of fuel sitting in traffic jams and wasted $9.4 billion as a result of airline delays. Congestion is also affecting the quality of life in America by robbing us of time that could be spent with families and friends and in participation in civic activities.

The Bush Administration does not believe that this is an inevitable fate.

The National Strategy to Reduce Congestion on America's Transportation Network (the "Congestion Initiative") is premised on the fact that there exist innovative and demonstrated strategies that more efficiently and effectively provide relief to traffic gridlock than current practice. These options include technologies such as congestion pricing and high-speed open road tolling, and the billions of dollars in private capital available for investment in public infrastructure.

In 2006, the U.S. Department of Transportation, led first by Secretary Norman Mineta and then Secretary Mary Peters, announced a major initiative to reduce transportation system congestion. This plan provides a blueprint for Federal, State, and local officials to consider as we work together to reverse the alarming trends of congestion. It includes several major components: (1) Congestion Relief Programs; (2) Public Private Partnerships; (3) Corridors of the Future; (4) Implementing Technological and Operational Improvements; and (5) Increasing Aviation Capacity.

1 The Congestion Problem:
Causes and Solutions

The root causes of congestion have long been understood, and there is now broad consensus that congestion generally reflects a fundamental imbalance of supply and demand. That is, during hours of peak usage of the transportation facilities most desirable to motorists, the supply of, for example, roadway capacity is insufficient to meet the demand for those facilities. Economists have long understood that such an imbalance stems from inefficient pricing, where the true costs of usage are not reflected in prices paid by the users. For example, travelers are not generally charged for the impact their trip will have on others using the same facility (e.g., increased levels of congestion) or on other members of society (e.g., increased air pollution). In fact, in this country, access to highway travel is, for the most part, rationed by delay.

Congestion pricing can provide the balance
between supply and demand that allows
traffic to flow more smoothly, avoiding scenes
of congested traffic like this one.
The imbalance of supply and demand leading to congestion is also impacted by the absolute volume of traffic (e.g., demand) on a given facility relative to its physical capacity (e.g., supply). When we look at traffic congestion from a demand perspective, we are looking at how many vehicles compete for space on a particular facility at a given time. The demand for a facility is a function of individual decisions as to when, where, how, and even if highway travel will take place.
On the supply side, congestion is a function of physical constraints and how the driver interacts with a given facility as well as with other vehicles on the facility. On-the-road congestion is characterized as either recurring (routine) or nonrecurring (random). Recurring congestion happens in roughly the same time and place on the same days of the week. It results when physical capacity is simply not adequate to accommodate short-term demand during peak periods. Recurring congestion may also result from improperly timed traffic signals. As indicated in Figure 1, recurring congestion accounts for close to half of total delay. On the other hand, nonrecurring congestion is caused by transitory events such as construction work zones, traffic incidents, and bad weather. The significance of nonrecurring congestion is that it can temporarily prevent full utilization of the existing physical capacity.

Figure 1. Congestion experienced by highway travelers is caused by many different factors.
Consistent with the paradigm of its causes, there are four distinct, but nonetheless related strategies available to attack congestion. It is important to note that the strategies, while individually of merit, work best when implemented as a coordinated package of tools.
Bring Supply and Demand into Alignment through Congestion Pricing. Congestion pricing or peak-period pricing, entails fees or tolls for road use that vary by level of vehicle demand on the facility. As with market pricing in other sectors, road pricing helps allocate limited supply - in this case that of available road space.
With user charges assessed at the point of use, greater efficiency results through improved response to market forces. Charges are typically assessed electronically to eliminate delays associated with manual toll collection facilities. Road-use charges that vary with the level of vehicle demand provide incentives to shift some trips to off-peak times, less-congested routes, or alternative modes; or to cause some lower-value trips to be combined with other trips or simply to be eliminated.
Congestion pricing has several important objectives. First, it seeks to balance demand with available capacity, i.e., the supply of road space. Second, it seeks to fairly allocate the costs associated with operating, maintaining, and expanding the transportation system to meet growing travel demand. Third, it seeks to improve operation of the highway system. A fourth objective may include revenue generation.
Provide Better Choices as to How, When, Where, and If to Travel. The goal with this strategy is to reduce the number of vehicles on a given road. This may take the form of promoting alternative commute options s

uch as employee telecommuting options or making transit easier and more attractive to use. Also of interest in managing demand are driver incentive programs that, for example, promote ridesharing and off-peak use.

Strategically Invest in New Transportation Capacity. Although there is significant and widespread demand for new highway capacity, concerns about air pollution, noise, and urban sprawl often stand in the way of expanding the system. Equally significant, adding new capacity can be enormously expensive and physically challenging. Despite the barriers, however, new construction that serves critical strategic purposes will go forward in order to preserve or improve system performance.

Although widespread capacity increases are a thing of the past, many of the barriers may be addressed through increased expenditures. Environmental concerns may be mitigated and physical challenges overcome (for example, through tunneling). However, the resources to fund such improvements simply are not available through traditional sources. For this reason, many professionals in the transportation community are enthusiastic about the opportunities potentially afforded by public-private partnerships and road pricing.

Improve the Management and Operation of the System. This area of interest involves better managing the vehicles that are actually on the road, and the road itself. "Smart" roads, traveler information, and improvements to the management and operation of the facility are options available for using the available system more productively and bringing it to peak performance. Management and operations strategies are targeted at managing temporary disruptions (e.g., incidents) in a way that will return the system to full capacity quicker; ensuring more efficient day-to-day operations through coordinating and up-to-date traffic signal timing and operational improvements to relieve bottlenecks; and providing real-time information about the system to that travelers can make immediate decisions about when, where, and how to travel, and transportation agencies can make real-time adjustments to improve system operations.
Effective and efficient management and operation of the system is foundational to all of the above congestion reduction strategies. This is true because as traffic volumes have grown over time and physical capacity has remained relatively constant, the system has become less able to absorb "surprise" - or nonrecurring events. In the realm of managing the highway system, the margin for error is very small and continues to decline. In addition, operational fixes to the system are also helpful in addressing the recurring congestion resulting from bottlenecks and improper traffic signal timing.
To combat the country's growing transportation congestion problem, the U.S. Department of Transportation launched the National Strategy to Reduce Congestion to America's Transportation Network. Not surprisingly, one element of this initiative is focused on applying 21st century tools to manage and operate the system at peak efficiency.
>2 U.S. DOT Congestion Initiative:
" >Operations & Technology
Why is my route to work always congested, and why isn't more being done to reduce congestion?
The U.S. Department of Transportation's Strategy to Reduce Congestion focuses on the answer to this question. While the root causes of traffic congestion have long been understood, there is now broad consensus that congestion generally reflects a fundamental imbalance of supply and demand. The core principle of the Department's Congestion Initiative is that we can bring transportation system supply and demand into alignment through congestion pricing, which is detailed in the Relieve Urban Congestion point of the initiative (one of six points). The Operational and Technological Improvements point of the Congestion Initiative focuses on the supply side - how we can better manage and operate the transportation system (supply) to relieve congestion.

Recurring congestion (non-optimized supply not meeting user demand) experienced by drivers on the road today is caused by physical bottlenecks and poor traffic signal timing. Other congestion events are caused by non-recurring factors, such as crashes and other incidents, highway construction, and bad weather. The goal of this point of the Congestion Initiative is to have transportation system managers manage these recurring and nonrecurring conditions successfully (in conjunction with a congestion pricing approach to balancing supply and demand) so that the system is optimized and more efficient. For more information on how Operational and Technological solutions fit into the overall congestion problem, read about the Congestion Problem and its Causes and Solutions.
The operational and technological solutions presented in this point of the Congestion Initiative include providing traveler information, improving traffic incident management, enhancing mobility in the vicinity of work zones, improving traffic signal timing, and reliving traffic congestion at bottlenecks (see Key Focus Areas box at the top right of this page or Figure 1, an interactive diagram visually showing how some of the elements in this point of the Congestion Initiative fit together, for links to the focus areas). Collectively, these practices provide operators, planners, decision makers, and travelers with information that allows for more informed decisions, better coordination, and quicker actions that can help avoid and reduce traffic congestion.
The Federal Highway Administration and State and local transportation officials are building on early successes with these focus areas and are demonstrating the potential for significant benefits to national mobility, with the ultimate goal of deploying these technologies and practices broadly across the country.
Operations & Technology Home

3 Traffic Incident Management

Good Practice Examples

Atlanta, Georgia
San Antonio, Texas
>Florida
>You're driving in rush hour traffic, traffic is heavy, but it's still moving. Then, all of a sudden, traffic comes to a stand still. You wonder why. When you finally make it to the "problem" it seems to be nothing more than a flat tire. Often, there will be no apparent reason for the slowness and traffic returns to its normal speed. What happened? Why did such a small event cause such a big problem?Lane-blocking incidents affect traffic flow far out of proportion to the number of lanes blocked. An incident blocking one lane out of three on a freeway reduces the capacity of that facility by approximately 50 percent. Blocking two lanes of three reduces capacity by nearly 80 percent.
If a lane is blocked when traffic flow is at or near the capacity of a facility the queue of traffic that accumulates behind the incident will not dissipate after the incident is removed until the traffic flow into the queue decreases - in other words until the peak period ends. Thus a standing queue of traffic may exist for several hours, even after the incident is removed, depending on when the incident occurred, how many lanes were blocked, and how long the blockage lasted. In general, each minute of lane blockage creates 4 minutes of congestion after the incident is cleared.

The safety of responders, such as the law enforcement, fire, and emergency medical services personnel shown here, continues to be of utmost importance under Federal and State initiatives on incident clearance.
Not surprisingly, of all the reasons for traffic congestion, traffic incidents cause approximately 25 percent of total delay. For this reason the Federal Highway Administration (FHWA) has in place a robust Traffic Incident Management (TIM) program to assist State and locals transportation agencies in reducing the time it takes to restore capacity following a traffic incident. TIM is a planned and coordinated process to detect, respond to, and remove traffic incidents and restore capacity as safely and quickly as possible. Quick clearance of traffic incidents also reduces the likelihood of secondary incidents such as crashes, or stalls from overheating or running out of gas. Quick and coordinated clearance also increases safety for travelers and incident responders. Promoting more aggressive and widespread traffic incident management is an important strategy to lessen the effects of nonrecurring congestion as well as provide a safer driving environment.
Under the banner of the USDOT Congestion Initiative FHWA signaled out TIM four strategies for particularly intense focus:
Full-Function Service Patrols
Driver Removal ("Move It") Laws
Safe, Quick Clearance Policy Agreements
Integrated Communications for Transportation and Public Safety Agencies
These strategies complement the recently ratified National Unified Goal (NUG) for Traffic Incident Management. The NUG, developed through the efforts of the National Traffic Incident Management Coalition (NTIMC), is intended to improve safety for incident response personnel and facilitate clearing incidents as quickly as possible. The NTMIC includes 20 national transportation, public safety, and private sector associations working together to improve traffic incident management in the United States.

4 Traffic Signal Timing
Good Practice Examples
ACS-Lite
Texas, California, and Florida - Upgrading Systems
Puget Sound Washington

Every morning on your way to work, you pass through the same series of intersections. And, every morning you are stopped by a red traffic signal for no apparent reason; where you sit in a very long line of cars. The green signals never seem to be long enough, and once you make it through the intersection you are soon stopped by another red traffic signal. It is a tremendous source of irritation! The signals change colors but traffic never seems to move efficiently. You may be the victim of poor traffic signal timing and this scenario is repeated daily all around the country.

Updating traffic signal timing is a cost effective way to improve the flow of traffic on arterials and is one of the most basic strategies to help mitigate congestion. Of the estimated 330,000 traffic signals in the United States, and as many as 75 percent could be made to operate more efficiently by adjusting their timing plans, coordinating adjacent signals, or updating equipment. In fact, optimizing signal timing is considered a low-cost approach to reducing congestion, estimated at $2,500 to $3,100 per intersection to update. Optimizing traffic signal timing can produce benefit to cost ratios as high as 40 to 1. Those benefits include:

An image showing vehicles traveling through multiple traffic signals along a busy roadway.

• Shorter commute times
  
• Improved air quality
  
• Better fuel efficiency, and
  
• Decreased driver frustration
  

It is estimated that poor traffic signal accounts for 5 percent of all supply-side traffic delay on major roadways. The U.S. DOT is working with the State and local transportation agencies to improve the management, operation and maintenance of traffic signal systems. The FHWA sponsored The National Traffic Signal Report Card which has confirmed the need for greater attention and investment in traffic signal operations. Improving traffic signal operations pays great dividends and is one of the most cost effective means of reducing congestion. One effective strategy to improving traffic signal operations is regionalizing traffic signal operations; meaning multiple agencies collaborate to leverage their signal timing expertise and resources to provide more consistent and efficient operations both within and across jurisdictional boundaries.

5 Traveler Information

Around The Country

The Traveler Information Map displays the 511 Deployment Status around the country.
Good Practice Examples
Houston and Chicago
Virginia 511
Southeast Florida

"What's causing this traffic back-up and how much further does the slow traffic last?"

"When is the next bus supposed to come?"

"What's the quickest way to downtown and how much will it cost?"

"When do I need to leave to get to the airport in time?"

Sound familiar? You have certainly heard these questions and perhaps uttered them yourself as congestion has grown on our country's transportation systems. And while there are a number of ways for transportation agencies to deal with the causes of congestion, providing information to the public – motorists, transit users, potential travelers, etc. – can allow them to make better choices and have more control in their travel plans. Real time traveler information gives travelers the opportunity to know what to expect about their routes and make informed travel decisions. Based on traveler information, a traveler can 1) stay the course, 2) alter the time of trip, 3) take an alternate route, or 4) take an alternate mode. Regardless of the decision, the control is back in the traveler's hands.

A changeable message sign displaying real time travel time in Wisconsin.

There are a variety of ways that the public can get traveler information. Most people get traffic information from TV and radio reports that are often fed by private firms that specialize in packaging traffic content. Another growing source for travel information is the 3-digit telephone number, 511, where people can get automated information 24 hours of the day. Highway agencies have traditionally used methods such as dynamic message signs and highway advisory radios to alert motorists to traffic problems. Transit agencies are beginning to provide expected arrival times for buses and trains. And the Internet is becoming the most pervasive method for making real-time information and camera images available to the public.

U.S. DOT is working with the State and local transportation agencies and private firms to expand traveler information capabilities throughout the country. More 511 services are coming online with the goal of having nationwide coverage in 2010. More of the country's most congested cities are beginning to inform motorists of travel times and bus arrivals in real-time. Lessons learned from these experiences are shared with other agencies so that they can use similar methods of informing travelers. Standard ways of representing this information electronically allows private companies to use real-time traveler information and package it for their customers and the public. As people use personalized communication devices and in-vehicle equipment for more information, they can expect real-time traveler information to be available on-demand. When unexpected conditions arise, messages can be sent automatically so travelers can make informed travel decisions. For traveler information, we're striving for all roads, all modes, all the time!

6 Work Zone Safety & Mobility

Work Zone Safety & Mobility

Good Practice Examples
Ohio - Defining and Implementing a Policy
California
North Carolina - Outreach to Truckers
Work zones seem to be everywhere. And, they always seem to mean traffic delays. The perception is not far from the reality. For example, an estimated 3,110 work zones were present on the National Highway System during the peak summer roadwork season of 2001. This meant that motorists encountered an active work zone one out of every 100 miles and a lane closure every 200 miles. It is not surprising that work zones on freeway account for nearly 24 percent of non-recurring del

ay. In addition, work zone safety is a major concern in the United States, with 1,065 fatalities and more than 40,000 injuries resulting from work zone crashes in 2004 alone.

Travel time reliability is also a key factor associated with work zones, with travelers reporting being frustrated with the delays and unexpected road conditions caused by work zones. This is particularly an issue for road users when a project is in progress but no work appears to be going on for days at a time, yet congestion and delays continue to occur.

An image of a work zone with back up traffic.
Traffic volumes and congestion are increasing, but little corresponding growth in road miles is happening. Many of the Nation's highways are approaching middle age, requiring additional construction and repair, and thus more work zones. Increasingly, construction is taking place while traffic continues to flow on the facility undergoing repair, which applies great pressure on contractors to compress schedules, finish projects early, and perform work art night while maintaining safety and quality.
These trends pointed to a strong need for updating the Federal regulations governing safety and mobility in work zones. The USDOT responded by publishing a new Work Zone Safety and Mobility Rule in September 2004. The updated Rule provides a decision-making framework for considering the broader safety and mobility impacts of work zones across all stages of a project. It also facilitates the implementation of appropriate strategies to help manage those impacts. Compliance with the updated rule is required by October 12, 2007.

Puget Sound a leader in Intelligent Transportation Systems

2/1/00 Washington State Department of Transport Traffic Systems Management Centre

A tour of the WSDOT facility, located at Dayton, Shoreline north of Seattle, was kindly provided by Matt Beaulieu. The centre of operations houses the extensive CCTV system to process traffic images from around the Seattle region, covering about 110 miles of Puget Sounds highways. The images are monitored by the centre staff as well as being fed to at least seven local TV stations. The live CCTV feeds are used in broadcast travel information as well as a dedicated University channel which has 24 hour a day broadcasting solely for travel information. The only condition laid down by WSDOT is that they are given the credit for the images broadcast and this is generally adhered to. A best practice has been set up with the television companies and the fact that this is largely followed is an indication of how important they consider the CCTV images to be in terms of their traffic bulletins. External links to the CCTV system include access by the Police but different levels of permission exist to manage the various users of the system. Functions carried out at the operations centre that are subject to this include camera control, ramp metering control and the variable message sign system. To further highlight the information sharing that exists around Seattle the operations centre is equipped with direct links to the State Police highway patrol incident computer. A dedicated monitor displays incidents as soon as the Police have entered them. Operators then have the option of using the CCTV system to verify or validate the incident. Police radio channels are also available for the same purpose. Computer entered incident reports are completed promptly and directed to the Internet server to be incorporated into the site content. More than 3,000 inductive detection loops installed around the freeways are used to calculate congestion levels, the same method that exists around Nottinghamshire, but in this case data is fed into a custom written piece of software to generate a graphical congestion map - the same map that is published on the Internet (see earlier this section). Visually, the map is easy to use, and an impression of the state of the entire freeway around Puget Sound can be quickly digested. The schematic map was developed using a wire-frame computer drawing of the road network and the software (written in the "C" programming language) scanning the congestion levels then shades areas of the map different colours for different levels of traffic flow. The Control Centre's display of the map also includes icons for ramp meters and other highway equipment and acts more as a geographical information system including fault status of the various equipment out on the street. We had researched the same congestion map whilst in Nottingham and the visit here provided a good insight as to how it was actually produced and valuable steps forward in producing a similar map for Nottingham. Information is also fed to travellers via a Highway Advisory Radio channel and message signs exist and are activated when a travel message is active. This indicates which frequency to tune to, to get pertinent information. These signs are in addition to the 55 variable message signs positioned around the road network, usually just prior to an interchange. Future developments include more work on the congestion map to include click-able icons to access more information about congestion or an incident etc. These icons would be automatically added to the map display via software and be of more use to Internet users in terms of obtaining a better view of incidents around Seattle. My sincere thanks to Matt Beaulieu - Washington State Department of Transport Batelle Transportation Division Chris Cluett Ph.D, is a senior research scientist with Battelle Transportation Division based in Seattle. Whilst visiting the Washington TSMC he kindly spared me some time to chat about traveller information systems. Battelle is a private sector company who develop new technologies and products for both industry and government. Their applications are spread across many fields including medical, chemical and transportation. Battelle has a wealth of experience in the evaluation of intelligent transportation system (ITS) deployments across the States. On the subject of the future of traffic and travel information, Chris and I were both of the opinion that the existing Internet technologies are providing a firm foundation of information exchange which other information tool providers will be latching on to. A good example was demonstrated by Chris with a Palm Pilot, which is acts as an electronic personal organiser, among other things. This particular model was able to access the Internet via a wireless connection with its integrated modem. The demonstration given accessed the current Seattle traffic conditions just before having to travel from 145th back down to the TRAC offices at 45th. The Palm Pilot was able to display the impressive real time congestion map and thus enable us to decide on the best route. Other information displayed included results of a search for flight UA2111 from Seattle Tacoma airport. The information came back almost instantly with a comprehensive report that the plane had arrived in San Francisco, the time of its arrival, how late it was and why, the gate and the baggage claim area. Maybe some of this information was superfluous (maybe not) but as an active demonstration of technology and information gathering whilst on the move it was impressive. The equipment is really a glorified electronic Filofax weighing about the same but with severely enhanced functionality and flexibility. It can act as a notebook, word processor, diary, e:mail recipient, calculator, clock etc. Not to mention specialised applications and Internet access. The Internet pages viewed were limited to frame-less web sites and there were also limitations with the monochrome graphics. It was, however, easy to see what the Palm Pilot, and variations of, would be capable of in the next few years (or more likely, months). Colour versions already exist and the prices are falling in fact some cost as little as a leather bound Filofax. On debating the merits of charging for access to traffic and travel information. Even though this can be deemed desirable, in order to fund current and future projects with the absence of capital funding, and even though the information is clearly required by travellers, the moment that there is a hint of charging for the information then there is also hint that the number of accesses to the services would fall greatly. The Internet does allow other sources of income to be secured via sponsored pages although SmartRoute systems in Boston couldn't get any useful income even with the massive amount of web hits that they receive. Chris Cluett is also responsible for several presentation documents based on the use, deployment and feedback of various ITS systems across the U.S. He kindly furnished me with copies of such which are full of fascinating and useful statistics further indicating the value of traveller information and include the results of both focus groups and online surveys. Information gleaned for the commute to work: 61% Radio 27% Television reports 22% WSDOT Internet site 11% Nothing Information gleaned whilst travelling: 90% Radio 1.3% WSDOT Internet site Information gleaned for the commute from work: 90% WSDOT Internet site 62% Specifically CCTV images on Internet 29% Radio The main uses of the WSDOT internet are: 99% Assessing route specific congestion information 96% Judging the effect of incidents on a journey 95% Deciding among alternative routes 92% Estimating trip duration 89% Timing trip departure Less use is made for selecting a travel mode and decisions based on weather conditions although the numbers are still high: 49% selected travel mode (32% found information useful) 60% Deciding if weather conditions made driving unsafe (51% found the information useful) Other interesting results indicated whether or not advertising on the web site would be deemed desirable, with respondents being evenly split on this issue and comments indicating that advertising shouldn't interfere with accessing timely traffic information. Other users were vehement in rejecting all advertising on such sites. Suggestions for improvements on the congestion map included: Fill in information gaps on freeway network Add more major roads and arterial routes Provide estimates of travel time between self selected destination and origin Provide direct measures of speed for segments More details on traffic incidents Local weather conditions Some users expressed concern that too much information may lead to a slower loading time for the map. The presentations contain much more information but I have just included useful highlights in order to keep this report within one volume. Chris also directed me to an online electronic library of useful related information. My sincere thanks to Chris Cluett. Smart Trek Similar to Boston's (and many other city's) SmartRoute Systems, Seattle also boasts an impressive multi-mode, multi-media traveller information service. SmartTrek, led by the Washington State Department of Transport, incorporates real time congestion mapping on television and Internet, transit links, Weather, CCTV, incident reports, bus tracking, ferry tracking and links to other pertinent traveller information via the Internet interface of the SmartTrek service. It has been developed in partnership to service commuters, tourists and freight companies alike. Among the partners are the Federal Highway Administration, the Federal Transit Administration, the University of Washington, King County Department of Transportation, the Puget Sound Regional Council, Washington State Department of Information Services, Boeing, Microsoft, Seiko Communications Systems, the City of Seattle, the City of Bellevue, Metro Traffic Control, PB Farradyne, Battelle, IBI Group, Pacific Rim Resources and David Evans and Associates, Fastline, Etak, American Communications, ICON, Washington State Ferries, and the Greater Redmond Transportation Management Association. Overall, Smart Trek, in the Seattle area, has been a two-year effort involving 25 public and private organisations and is devoted to increasing the efficiency of regional highways and transit systems. The traffic in the Puget Sound region is recognised as bad and deteriorating, partly due to an increase in population. As mentioned initially, the geography of Seattle and the Puget Sound area is such that expansion of the arterial routes and freeways is exceptionally difficult if not impossible in parts. Smart Trek's primary aim is to combine technological transportation solutions hopefully resulting in a more educated and altogether safer use of the roads with time saving benefits for all. Travellers are able to make more educated travel decisions regarding time and mode by tapping into to the various information outlets as a result of the SmartTrek project. The same traffic information can be accessed via Internet or a local cable television channel that broadcasts both CCTV and computer generated congestion mapping. Smart Trek is described as a Model Deployment Initiative (MDI) demonstration project and wasn't cheap to develop (approximately $18 million). However it is hoped that providing the most up to date, accessible and wide ranging travel based information the performance and efficiency of the roads will improve to cope with the expected growth. 27 individual projects have been designed to provide Seattle with one of the most developed intelligent transport systems (ITS) in the U.S. Among the innovations are: A Microsoft "Sidewalk" on-line entertainment guide that includes real-time and customised traffic information as well as expected travel times for alternate routes. A variety of hand-held or in-vehicle systems to translate traffic and transit information into usable messages. A cable television program that provides up to the minute glimpses of key travel corridors along with average speeds is well under development. Frequently updated, colour coded, traffic flow maps. Expanded use of the existing variable message sign infrastructure. A Highway Advisory Radio system to help complete a system of information sources available throughout the region. Dynamic roadway signs around Seattle Centre to allow visitors to know in advance where to park. Custom traffic and accident information on message-receiving wrist-watches and pagers. Updated bus arrival information on airport-like television monitors located at major transit centres as well as the Internet. Closed circuit television cameras to monitor traffic on the Tacoma Narrows Bridge and video speed detectors along Interstate 5 to provide Tacoma-area traffic information on the Internet. Traffic updates and on AutoPC, a new in-vehicle navigation system. Mobile video cameras that instantly send pictures of accident victims to emergency room doctors to assess how best to move and treat patients. Traffic conditions displayed on monitors at SeaTac International Airport. As well as assistance for commuters and general travellers it is hoped that the emergency services will benefit from the introduction of an enhanced 911 system that supports the introduction of "Mayday" devices from two companies. Emergency responses will be speeded up due to location information being sent to response centres. The system utilises global positioning system (GPS) technology to make the despatching of emergency vehicles efficient and the monitoring of their locations accurate. On the traffic management front congestion and accident information is gleaned from around and beyond Seattle. As far south as Tacoma is covered. The ultimate aim again is to enable travellers to make educated decisions about their travel choices to cut down on congestion and eliminate the requirement for new roads. Although the development costs of $17.9 million are large, to say the least, the cost of new roads and bridges would probably dwarf that amount. New roads would also probably increase car usage and certainly have a detrimental effect on the environment around Puget Sound. Having reviewed a lot of the impressive SmartTrek Internet site (www.smarttrek.org) and researching the background and project information, I had generated several questions and points for discussion for Pete Briglia, the ITS Program Manager at the TRAC offices of the Washington State Department of Transport. SmartTrek was born out of the geographical constraints of the various Counties of Washington, as highlighted previously. The myriad lakes and waterways greatly limit the building of new roads into and out of Seattle. HOV lanes had been installed to encourage best use of commuting time and ramp-metering technologies were employed to control access from slip roads to Interstates based on levels of congestion and using traffic signals. A full flow of vehicles from a slip road onto an Interstate lane caused what was regarded as unnecessary congestion on the Interstate. A lot of the projects like these were funded directly from Federal road tax funds. The funds were strictly to be spent on approved Metropolitan Planning Organisation Traffic & Travel projects, a point that SmartTrek had little problem with. Individual projects were set-up involving several all-important partnerships. Over time 6 or 7 small ITS projects had evolved and eventually were encapsulated to form the SmartTrek project. Pete stressed the importance of setting up partnerships with companies and other organisations early on in projects. They were validly described as true partnerships, or good co-operative relationships, with both parties gaining something from the investigation of ITS i.e. SmartTrek gains increased connectivity and extra real time systems and the companies involved developed new products or product components as a result of investing and researching. The key seemed to be to identify the overlaps in the various business plans to forge these relationships. An example of a good relationship came from IBM. They had developed a personal digital assistant with a view to incorporating ITS information connectivity into it. The product failed and was never launched as a serious product, which really ended IBM's interest. However, when IBM redeveloped and redefined a product that could have had ITS implications, they were very quick to forward this to what was then known as the SWIFT project In the case of the SWIFT project (Seattle Wide-area Information for Travellers) the rules dictated that SmartTrek had to let the potential partners approach them and not the other way around. SWIFT was set-up to deploy and test various parts of the urban traveller information systems using everyday devices to provide the information. Seiko - Message Watch (radio communications) IBM - Notebook computers - for bus locations and congestion information Delco - In car radios with GPS bearing and distance information More recently palmtop computers using web technologies have been on trial Some of the companies involved had a vested interest in TTI systems for their workforce commute e.g. Microsoft were interested in access to custom route and diversion information. The highway information gleaned was initially accessed via a telephone call centre but radio and TV companies got involved when running the call centre became to onerous a task at over 70 calls per hour with minimum staff! The growth in the popularity of the Internet was a key signal for SmartTrek to utilise it as an information outlet, especially when considering the potential audience. Also, existing systems had links to the new SmartTrek website rather than repeating information, thus leaving SmartTrek to focus on new areas and new technologies (e.g. Riderlink and Metro King County Transit). This focus gained momentum when grant money was secured and a team set-up to explore the gaps in traveller information. A lot of the early problems involved systems incompatibility. E.g. the web was a good outlet for information and the excellent network of road sensors was providing excellent real time road information, but only to the traffic control department. The money secured provided technical expertise to join the technologies and enhance the information product. Other technical advances were made with the AVL Busview system, which was further developed as a web based Java application (AVL information gleaned directly from Metro King County Transit Control where buses have radio communications to give location signatures and also transmission of odometer readings to track the bus). Ferry view, another GPS application, was developed to track and publish the position of passenger and vehicle ferries with the potential of allowing travellers to decide on the best route to take. With the geography of the area being as it is, it made sense to inform travellers of road conditions ahead and the latest ferry situation. This information was previously available on VMS but could take no account of which individual vessel would be available e.g. different capacities for vehicles etc. A partnership with Media Communications enabled SmartTrek to gain line of sight communications to the ferry terminals and therefore links to the WSDOT server. Web cameras have also been installed in ferry terminals to provide travellers with, hopefully, enough information to make route / mode decisions. The success of the various SWIFT projects led directly to the development of the SmartTrek Internet site although the timescale allowed did not cater for usability testing for this important phase. This was noted as undesirable, but the only concession made was to access other valid evaluation reports e.g. a TRAC survey of 10,000 Seattle commuters completed around 1990 did help with certain perceptions regarding content as well as revealing that computers were acceptable tools with which to access information (not necessarily Internet). There has been a lot of feedback to the now fairly comprehensive SmartTrek site. The overwhelming majority of this being positive with 93% agreeing with the statement: "Using traffic information on the web has helped me to save time" Other impressive figures include: 81%Avoided traffic incidents and congestion 75% Had a reduction in stress levels 33% avoided unsafe driving conditions Any problems identified are processed and active revisions and re-evaluations are all part of the process of managing the site. The University of Washington campus now has a laboratory specifically for usability testing which will soon be utilised for a new development of the weather information system. A partnership with ETAK was forged to develop incident mapping, which is now an integral part of the web site, and personalised real-time traffic information for cellular phones was in the pipeline during my stay. ETAK, AT&T, and Motorola have combined forces to offer wireless up-to-the-minute displays of local traffic conditions. Other information outlets include auto e:mail, paging, palm tops and all forms of P.C. In terms of web hits, SmartTrek were getting around 80 million per month, although this does cover every single file (e.g. one page with twenty individual graphics = 21 hits). However there are still a massive 8000 user sessions per day (May 1998) increasing to 12,000 per day (April 1999). A large increase occurred during a period of particularly bad weather with 16,000 per day in December 1998 and a maximum of 35,000 on the worst day for weather during that month. After the apparent success of the SWIFT / SmartTrek project, future plans include the further development of ITS to include State-wide information. Currently SmartTrek does an excellent job for Puget Sound region of West Washington (i.e. the King County, Kitsap County, Snohomish County and Pierce County). However, Pete Briglia was in full agreement that ITS does not stop at County boundaries or at the terminal of a particular mode of transport. Further enhancements include the introduction of construction and weather / road condition information that will be pertinent over the winter months. These systems are currently being developed and will be integrated into SmartTrek soon. The weather systems will access NEXRAD or Next Generation Weather Radar. Applications are planned for the new Doppler weather radar system to provide information pertinent to Ferries (wind speeds and directions) and more accurate short term weather predictions for better maintenance scheduling and transit operations (early snow warnings etc.) All this as well as the possibility of tying up with other systems to provide weather related transportation statistics. In terms of information outlets, Pete's experiences have led him to believe that the Internet is the way forward. Whether the end product has full Internet access or not is becoming increasingly irrelevant. Internet technologies are developing to take web pages and forward them to other media e.g. WAP phones, palm pilots and hopefully the return of the message watch (whose decline wasn't helped when it was suggested that traffic information may become a subscription service). Ideally traffic and travel information systems should provide one stop shopping for multi mode / multi county transport. Currently SmartTrek lacks cycling and pedestrian information, but the county does lack cycle tracks apart from in certain parks. There is a school of thought that exists, that, even after all of this effort, the congestion problems will continue in Seattle. King County is very much a car culture place (to think otherwise has been described as subversive!) and one that is still developing and growing. Modal change on a medium scale is not expected, although if WSDOT can continue to provide and develop comprehensive information, coupled with good transit services, commuter complaints about traffic queues will hold less weight. Expected journey times depending on mode may also become a strong information feature. Other aspects of the discussion focused on the use of radio stations and television companies to broadcast traffic and travel information. In the U.S. this is heavily sought after information and therefore obviously classifies as prime time with all the revenue implications that go with it. Again CCTV traffic images are fed live to the TV stations who appear more than keen to broadcast them as an enhancement to their other travel and weather information services. Broadcast traffic news is frequent during the main commuter hours with bulletins as often as every ten minutes. A full time University TV channel also exists and is dedicated to TTI. This incorporates CCTV feeds, congestion maps and highway speeds. In addition to providing useful insights into approaches to traveller information, Pete kindly provided me with a complete, and extremely valuable presentation entitled: "Successful Approaches to Deploying a Metropolitan Intelligent Transportation System". My sincere thanks to Pete Briglia

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