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Final ReportDecember 2004

IntelligentTransportationSystems

PENNDOT

Engineering

District 2-0

Submitted by

KelceyAND

S T R A T E G I CP L A N

I T S

PENNSYLVANIA DEPARTMENT OF TRANSPORTATION ENGINEERING DISTRICT 2-0

Intelligent Transportation Systems Strategic Plan

EXECUTIVE SUMMARY i

EXECUTIVE SUMMARY

INTRODUCTION The PENNDOT Engineering District 2-0 ITS Strategic Plan is a regional effort among a wide range of

Stakeholders focused on providing direction for the application of advanced transportation-related

technologies in the District 2-0 region. The ITS Strategic Plan identifies technological applications that

make the most sense for the region and provides an implementation plan for the next 20 years. Since

physical and environmental constraints limit the expansion of the transportation system infrastructure,

intelligent transportation systems (ITS) offers the opportunity for more efficient use of existing

transportation facilities and services.

There are a number of reasons why the ITS Strategic Plan is important:

It represents a coordinated effort among agencies responsible for planning and programming

projects throughout the District 2-0 region and

includes individual projects that should be

implemented in the region as building blocks to

an integrated system.

It contains information that is useful in

implementing ITS projects.

Conformance with the Regional ITS Architecture contained in this Strategic Plan ensures that ITS

projects in the District 2-0 region are eligible for federal funding.

It contains ITS projects that regional and local agencies will need to prioritize for funding

purposes.

The ITS Strategic Plan was a joint effort of transportation, law enforcement, and emergency response

agencies, as well as universities, consultants, vendors, and economic development organizations. The

PENNDOT Engineering District 2-0 ITS Strategic Plan Steering Committee provided oversight and

guidance. PENNDOT Engineering District 2-0 served as the lead agency. The consulting firm of

Edwards and Kelcey supported the Steering Committee and PENNDOT Engineering District 2-0.

The ITS Strategic Plan serves as a

“roadmap” for how technology may be

used in the region in the short and long

term.



EXECUTIVE SUMMARY ii

THE DISTRICT 2-0 REGION The District 2-0 region encompasses nine (9) counties (Cameron, Centre, Clearfield, Clinton, Elk, Juniata,

McKean, Mifflin, and Potter) in the north central area of Pennsylvania. For the purpose of the ITS

Strategic Plan, the project area extends beyond the District 2-0 borders to include portions of District 3-0,

District 8-0, District 9-0, District 10-0, and portions of the State of New York.

Key characteristics of the District 2-0 region that influenced the development of the ITS Strategic Plan

include the following:

Adverse Weather – The great diversity of weather, especially during winter months, creates

significant challenges for the transportation system.

Large Rural Setting – The region is large, and, with the exception of State College, rural in nature.

Special Events – The region includes the Pennsylvania State University Main Campus, which is

home to over 40,000 students during the school year, and football games and other events can

draw tens of thousands of additional visitors.

Institutional Setting - The region is unique in terms of planning, largely due to the fact that three

(3) separate planning organizations (CRMPO, SEDA-COG, and NCPRPDC) are responsible for

the Transportation Improvement Plans (TIPs) for portions of the region.

Recognizing that ITS strategies and projects should be

designed to address the District 2-0 region’s transportation-

related problems, needs and challenges, significant effort

was put forth to identify these challenges through a review of

relevant documents and data, and interviews with a range of

Stakeholders. The identified needs and challenges were

categorized into nine (9) topic areas shown in the box to the

left.

The characteristics, needs and challenges that formed the

foundation of this ITS Strategic Plan are detailed in Chapter

2.

District 2-0 Needs & Challenges:

1. Safety, 2. Congestion / Traffic

Operations, 3. Emergency Response &

Incident Management, 4. Traveler Information, 5. Maintenance Activities, 6. Communications &

Coordination, 7. Planning Data, 8. Transit Efficiency &

Effectiveness, and 9. Commercial Vehicle

Operations.



EXECUTIVE SUMMARY iii

PROJECT DEVELOPMENT The development of the overall ITS strategy for the District 2-0 region followed a process from the

development of a general vision to the identification of specific goals. The overall ITS vision guides

where District 2-0 wants to go with respect to the deployment of ITS and, to an extent, how it would like to

get there. The ITS Steering Committee and Stakeholders developed an overall vision for ITS in the

District 2-0 region that is encompassed by the following statement:

“ITS will be integrated into PENNDOT District 2-0 system infrastructure and operations on a

strategic basis:

To increase roadway safety,

To achieve greater efficiencies from the existing transportation system,

To improve incident response and scene management,

To improve traffic signal operations in specific areas,

To improve interagency and inter-jurisdictional communications and coordination,

To improve and expand traveler information dissemination to the public and between

transportation agencies regarding traffic, weather, and road conditions,

To accommodate safe and efficient goods movement into, out of, within and through the

region,

To accommodate increased travel into, out of, within and through the region with less

adverse environmental impacts, and

To enhance convenience, effectiveness and interconnectivity of transit operations.”

In order to bring focus to the ITS planning process for the PENNDOT District 2-0 region, it is imperative to

grasp the goals and objectives of the effort. Therefore, the overall vision statement is supported by a set

of goals and objectives. This ITS Strategic Plan will pursue several goals in order to ensure the effective

deployment of ITS, that addresses the needs of its users. The twelve ITS deployment goals for the

region are:

Goal #1: Promote safety of the transportation system,

Goal #2: Improve the environment,

Goal #3: Retain jobs and expand economic opportunities,

Goal #4 Make transportation decisions that support land use planning objectives,



EXECUTIVE SUMMARY iv

Goal #5: Maintain, upgrade, and improve the transportation system,

Goal #6: Inform and involve the public and improve customer service,

Goal #7: Advance regional and corridor-based planning,

Goal #8: Develop transportation alternatives and manage demand,

Goal #9: Promote smooth, easy connections between transportation alternatives,

Goal #10: Ensure accessibility of the system and mobility for everyone,

Goal #11: Ensure the long-term viability of ITS in the PENNDOT District 2-0 region, and

Goal #12: Develop an ITS program that is compatible and supported by national ITS

efforts.

A set of strategic function areas was defined to support and provide detail to the vision. The functions are

intended to reflect a general area of emphasis for deployment of ITS technologies that address specific

transportation-related needs and opportunities. The five (5) function areas, detailed below, are a useful

tool in translating User Needs, User Services, and Market Packages into a clear and logical plan for ITS

deployment.

Roadway Traveler Information – The most frequently mentioned transportation need in the District 2-0

region was for improved, real-time information about roadway conditions, including incidents, weather

conditions, maintenance and construction activities, and current traffic levels. By identifying where

problems exist and notifying travelers in advance, the ITS strategies in this functional area can produce

benefits by reducing traveler delays and congestion; reducing crashes, injuries and property damage;

reducing traveler frustration; improving visitors’ experiences within the District 2-0 region; increasing the

efficiency of the transportation system; and minimizing the impact of the transportation system on the

environment.

A primary objective for this functional area is to improve data gathering and dissemination activities. Data

gathering can be enhanced by increasing the number of closed circuit television cameras (CCTV) and

road weather information systems (RWIS) deployed in the region. Dissemination can be improved

through the expanded coverage or enhancement of new Dynamic Message Signs (DMS), new Highway

Advisory Radio (HAR) sites, and both telephone- and Internet-based information systems. Effective

application of ITS strategies to improve traveler information will require a commitment to information

processing on part of District 2-0. Also, it will depend on the active participation of the private sector

businesses that provide the food or lodging to visitors. There may also be opportunities for public/private

partnerships to foster private funding of dissemination methods such as DMS or HAR at activity centers.



EXECUTIVE SUMMARY v

Traffic Management and Safety – Congestion patterns during typical peak periods are primarily limited

to the urbanized areas of the region including State College and St. Mary’s. Special events, such as

football games, contribute to congestion patterns. Congestion can be significant during crashes or

inclement weather conditions.

There are a number of ITS applications that could be effective in reducing the delay and improving safety.

Traffic flow monitoring stations can help reduce the time needed to respond to congested conditions or

reduce the amount of time that traffic control is needed. Improved signal coordination and better vehicle

detection at demand-actuated signals can improve traffic flow and reduce delays. Systems that combine

speed detection and electronic signs can be used to warn drivers about excessive speeds on curves and

grades. Improved signals or warning devices at pedestrian crossings can increase pedestrian safety by

detecting when the crossing is in use and providing proper warning to drivers.

Transit Accessibility and Services – Significant attention has been directed to ways to increase transit

service and improve accessibility of transit services to the residents of the District 2-0 region by the three

(3) transit agencies currently operating fixed route service in the District.

Key objectives for enhancing transit service in District 2-0 include expanding service, providing for

seamless operation between services, and increasing public awareness of available travel options. In

many cases, non-ITS strategies are critical to achieving these objectives. Automated Vehicle Location

(AVL) systems can help the operators track the location of vehicles and improve scheduling over time.

When integrated with roadway information, AVL can provide some opportunities for dynamic routing of

vehicles to avoid congestion, incidents, or road closures. Computer aided-reservation systems can also

improve the operation of demand-responsive services. Coordinated transit services can provide ITS-

enhanced transit services using AVL, dynamic dispatching and computer-aided trip reservation system.

ITS can also offer strategies to provide better coordination between services allowing better transfer

opportunities or to coordinate with special-event timing at key attractions.

Maintenance and Construction Activities – Maintenance of the region’s roadways is one of the most

important transportation functions in the District 2-0 region. ITS applications can improve the precision

with which maintenance crews and vehicles are dispatched, and increase the effectiveness of the

maintenance they provide. The primary benefits of a package of ITS strategies focused on maintenance

would be reduced maintenance costs, reduced traffic delay due to maintenance, reduced incidents due to

roadway conditions or maintenance activities, and reduced environmental impacts from more efficient use

of anti-icing and de-icing chemicals.



EXECUTIVE SUMMARY vi

Safety is a significant concern in almost all kinds of roadway maintenance. Traffic management around

work zones and traveler information about maintenance activities are both essential to protecting work

crews and the traveling public. Changeable or dynamic roadway signing can alert drivers to the presence

of work zones or snowplowing operations ahead and allow changes in the message as conditions or

maintenance activity changes. These systems can also reduce congestion by directing motorists to

alternative routes or by notifying operators of excessive queues and the need to discharge traffic.

System Integration and Management – Transportation system management in the District 2-0 region is

provided by numerous organizations. Initially, this functional area would include a set of technologies and

strategies to improve communications within and among transportation, law enforcement and emergency

response agencies in the region. The strategies would include improvements in radio and cellular

telephone capabilities to facilitate emergency response as well as other more routine management of

transportation functions and traffic flows. Ultimately, the functional area could include a centralized

Transportation Management Center that could house staff from PENNDOT and law enforcement

agencies. The central TMC might also include the region’s transit operators, providing the opportunity to

coordinate transit service and traffic management, particularly for special events.

PROJECT RECOMMENDATIONS AND PRIORITIES Once a list of potential projects was formulated, Stakeholders were asked to rank the importance of each

project in relation to needs of the District 2-0 area. This ranking process was used to determine the

regional priorities. A number of factors were considered: whether the project required significant regional

coordination; whether the project would result in a significant or immediate impact; and finally, whether a

project would address a particular ITS need in the District 2-0 region.

The priorities established in the ITS Strategic Plan are intended to help determine where ITS funding

should be focused in the coming years. This should be reflected in the projects incorporated into the

regional transportation plans and future regional TIPs. It should also provide a blueprint for individual

agencies to use in funding and implementing ITS initiatives in a way that supports the regional vision and

objectives.



EXECUTIVE SUMMARY vii

TABLE ES-1: TOP PRIORITY DISTRICT 2-0 REGIONAL ITS PROJECTS

ID Number Description Supported ITS Goals

R1-01 En-route Traveler Information Phase I - Deploy traveler information devices (e.g., dynamic message signs (DMS), highway advisory radio (HAR)) along segments of PA 26 in Centre County and I-80 in Centre and Clinton Counties.

#1, #2, #3, and #6

TM-01 Traffic Monitoring Phase I - Deploy traffic monitoring devices (e.g., CCTV) cameras along key locations and junctions along PA 26 in Centre County, I-80 in Centre and Clinton Counties, and I-99 in Centre County.

#1 and #6

IC-02

Regional Traffic Management Center – Develop a region-wide TMC in the State College area to coordinate all traffic information and data gathering systems. The regional TMC may co-locate PENNDOT, Centre County 911, and the Pennsylvania State Police.

#1, #3, #6, #7, #8, #9, #10, and #11

IC-03

Operations Centers Links – Once the PENNDOT District 2-0 TMC in Clearfield is completed and fully operational, high-speed data links should be established to connect the TMC, County 911 Centers, and Pennsylvania State Police. These links would allow quick and efficient exchange of data such as CCTV feeds and roadway weather information systems (RWIS) information, while enhancing incident coordination.

#1, #7, #9, and #10

IC-01 District 2-0 Traffic Management Center – Complete a permanent TMC in the District 2-0 office building as a central control for ITS field devices and to assist in incident coordination.

#1, #3, #6, #7, #8, #9, and #10

MT-02 Integrated Roadway Weather Information Systems – Integrate HAR and DMS with existing RWIS. As part of the integration, add road surface temperature to DMS messages.

#1, #2, #5, and #6

TR-01 CATA Automatic Vehicle Location (AVL) System – Implement AVL system to effectively plan routes and fleet service functions. This is a key building block for advanced transit technologies.

#2, #3, #6, #8, #9, and #10

TM-02

Planning and Research Data Services – Enhance planning and research data gathering and sharing capabilities. Coordinate with traffic monitoring activities to store and process data. Develop procedures for sharing data between PENNDOT, Penn State University, and other agencies.

#4, #7, #11, and #12

R1-03

Portable Surveillance and Delay Advisory – Develop a portable surveillance and delay advisory system for use in rural congestion zones such as work zones and seasonal attractions / special events. DMS, HAR, and kiosks to transmit information to travelers.

#1, #2, #3, and #6

IC-05

Inter-agency Communications Protocols – Develop and adopt communications protocols required for effective incident management. Participants should include PENNDOT, Pennsylvania State Police, and local Emergency Service Providers. Protocols will set a standard for a regional Incident Management Concept of Operations.

#1, #7, #9, and #10



EXECUTIVE SUMMARY viii

PROJECT DEPLOYMENT To facilitate efficient and effective implementation of ITS projects, several factors must be considered

during project design and deployment. These factors are summarized as follows:

Inter-Agency Agreements – Many projects recommended in this plan require cooperative

deployment, maintenance, and operations among multiple jurisdictions. This will require

increased coordination and legal agreements between agencies.

Interoperability – To leverage investments in technology, many projects will require links

between other systems or components across multiple agencies. The ability for different

deployments to work together seamlessly is referred to as interoperability. The Regional ITS

Architecture provides a framework for interoperability.

Project Conformance – The deployment plan recommends a number of ITS-related initiatives.

Federal Funding of ITS projects requires conformance with the Regional ITS Architecture and

National ITS Architecture.

Standards – Another element of federal requirements is that ITS standards must be used (where

applicable) for federally funded projects. The use of these standards can support the design and

ensure operability between systems.

Funding – The largest consideration when discussing deployment is funding. Available funding

will ultimately drive the deployment of systems recommended in this Plan. Opportunities for

funding ITS or technology-driven projects are not as obvious as typical “asphalt and concrete”

transportation improvements. Some projects may be included as “add-ons” to large construction

projects. In other cases, funding must be targeted for stand-alone ITS projects. The process of

securing funding in direct competition with traditional transportation projects is referred to as

mainstreaming.

Procurement – Traditional procurement strategies may not be well suited for some of the

recommended projects. Selection of the appropriate procurement mechanism will help ensure

smooth design, construction, and integration of ITS-related projects.



EXECUTIVE SUMMARY ix

Operations and Maintenance – Successful project deployment means nothing without proper

operations and maintenance. In the past, O&M has been overlooked and resulted in a “build it

and forget it” approach. For many of the technology driven recommendation in this Plan, a

dedicated O&M program is required to ensure maximum return on investment. PROGRAM MANAGEMENT Individual agencies or entities will need to step forward to lead or “champion” individual ITS projects

based on their level of interest and need. Lead agencies have been defined in the ITS Strategic Plan,

and these lead agencies will need to take the initiative to move ITS Projects forward by identifying

funding, developing a design, and taking it through procurement.

Successful implementation of ITS also requires top-level leadership that focuses on the overall program.

This program leadership should involve both a coordinating group to provide oversight of ITS activities in

the region, and an ITS Coordinator responsible for specific activities related to the region’s ITS program.

A list of action items has been provided in the Strategic Plan to identify specific activities for which these

entities, as well as other individual agencies, should be accountable. These activities include:

Tracking project deployment and conformance;

Updating the ITS Strategic Plan;

Maintaining the Regional ITS Architecture;

Maintaining intra- and inter-regional coordination;

Providing technical support and assistance;

Identifying funding opportunities;

Evaluating the ITS program and individual projects;

Ensuring federal compliance; and

Mainstreaming and promoting ITS.



TABLE OF CONTENTS

TABLE OF CONTENTS EXECUTIVE SUMMARY ............................................................................................................................... i CHAPTER 1: PROJECT BACKGROUND................................................................................................... 1

1.1 PROJECT OVERVIEW................................................................................................................1 1.2 WHAT IS ITS? .............................................................................................................................3 1.3 ITS STRATEGIC PLAN DEVELOPMENT PROCESS ................................................................4

1.3.1 STAKEHOLDER OUTREACH ............................................................................................5 1.3.2 DEVELOPMENT OF ITS PROJECTS................................................................................5

1.4 PROJECT PARTICIPANTS.........................................................................................................6 1.5 RELATIONSHIP TO OTHER DISTRICT 2-0 PLANS..................................................................7

CHAPTER 2: DISTRICT 2-0 – CHARACTERISTICS, NEEDS, AND OPPORTUNITIES .......................... 9 2.1 PENNDOT DISTRICT 2-0 REGION CHARACTERISTICS.........................................................9

2.1.1 GENERAL CHARACTERISTICS........................................................................................9 2.1.2 TRANSPORTATION SYSTEM.........................................................................................12

2.2 EXISTING ITS INITIATIVES......................................................................................................17 2.2.1 TRAFFIC SIGNALS ..........................................................................................................18 2.2.2 TRAFFIC MANAGEMENT CENTER ................................................................................18 2.2.3 TRAFFIC MONITORING STATIONS ...............................................................................18 2.2.4 ROADWAY WEATHER INFORMATION SYSTEM ..........................................................19 2.2.5 DYNAMIC MESSAGE SIGNS ..........................................................................................21 2.2.6 HIGHWAY ADVISORY RADIO.........................................................................................21 2.2.7 AUTOMATED FIXED LOCATION ANTI / DE-ICING SYSTEM........................................22 2.2.8 ADVANCED PUBLIC TRANSPORTATION SYSTEMS ...................................................24 2.2.9 COMMUNICATION SYSTEMS.........................................................................................25

2.3 CHALLENGES AND OPPORTUNITIES ...................................................................................27 2.3.1 SAFETY ............................................................................................................................28 2.3.2 CONGESTION / TRAFFIC OPERATIONS.......................................................................29 2.3.3 EMERGENCY RESPONSE AND INCIDENT MANAGEMENT ........................................29 2.3.4 TRAVELER INFORMATION.............................................................................................32 2.3.5 MAINTENANCE ACTIVITIES ...........................................................................................32 2.3.6 COMMUNICATIONS AND COORDINATION...................................................................33 2.3.7 PLANNING DATA .............................................................................................................34 2.3.8 TRANSIT EFFICIENCY AND EFFECTIVENESS.............................................................35

2.4 ITS ACTIVITIES OUTSIDE THE DISTRICT 2-0 REGION ........................................................35 CHAPTER 3: RECOMMENDED ITS PROJECTS AND PRIORITIES...................................................... 39

3.1 PROJECT DEVELOPMENT PROCESS ...................................................................................39 3.2 NEEDS PRIORITIZATION.........................................................................................................39

3.2.1 HIGH PRIORITY NEED AREAS.......................................................................................43 3.3 ITS VISION, GOALS AND OBJECTIVES .................................................................................43

3.3.1 ITS VISION .......................................................................................................................43 3.3.2 GOALS AND OBJECTIVES..............................................................................................44

3.4 PENNDOT DISTRICT 2-0 ITS USER SERVICES ....................................................................48 3.4.1 USER SERVICES.............................................................................................................48 3.4.2 SELECTION OF USER SERVICES .................................................................................50 3.4.3 MAPPING TRANSPORTATION NEEDS TO IDENTIFIED USER SERVICES ................50 3.4.4 PENNDOT DISTRICT 2-0 ITS USER SERVICES............................................................50

3.5 PENNDOT DISTRICT 2-0 MARKET PACKAGES ....................................................................55 3.5.1 MARKET PACKAGES ......................................................................................................55 3.5.2 USER SERVICES AND MARKET PACKAGES ...............................................................55 3.5.3 MARKET PACKAGE PRIORITIZATION...........................................................................56 3.5.4 OTHER CONSIDERATIONS ............................................................................................60



TABLE OF CONTENTS

3.5.5 FINAL MARKET PACKAGE PRIORITY ...........................................................................65 3.6 STRATEGIC FUNCTIONAL AREAS.........................................................................................67

3.6.1 ROADWAY TRAVELER INFORMATION .........................................................................68 3.6.2 TRAFFIC MANAGEMENT AND SAFETY ........................................................................71 3.6.3 TRANSIT ACCESSIBILITY AND SERVICE .....................................................................72 3.6.4 MAINTENANCE AND CONSTRUCTION ACTIVITIES ....................................................72 3.6.5 SYSTEM INTEGRATION AND MANAGEMENT ..............................................................74

3.7 ITS PROJECT CONCEPTS ......................................................................................................74 3.8 PROJECT DEFINITION.............................................................................................................82 3.9 REGIONAL PRIORITIES...........................................................................................................87 3.10 ANTICIPATED BENEFITS OF ITS DEPLOYMENTS ...............................................................89 3.11 PROJECT SEQUENCING.........................................................................................................93

CHAPTER 4: REGIONAL ITS ARCHITECTURE ..................................................................................... 94 4.1 OVERVIEW................................................................................................................................94

4.1.1 DEVELOPMENT PROCESS ............................................................................................95 4.1.2 OPERATIONAL CONCEPT..............................................................................................95 4.1.3 ARCHITECTURE DATABASE..........................................................................................95 4.1.4 PHYSICAL ARCHITECTURE...........................................................................................96 4.1.5 ORGANIZATIONAL ARCHITECTURE.............................................................................97 4.1.6 ARCHITECTURE FLOW DIAGRAMS ..............................................................................97

4.2 USING THE ARCHITECTURE..................................................................................................98 4.3 RELATIONSHIPS TO OTHER ITS ARCHITECTURES............................................................99

CHAPTER 5: ITS DEPLOYMENT CONSIDERATIONS......................................................................... 101 5.1 INTRODUCTION .....................................................................................................................101 5.2 INTER-AGENCY AGREEMENTS ...........................................................................................102 5.3 INTEROPERABILITY ..............................................................................................................102 5.4 PROJECT CONFORMANCE ..................................................................................................103 5.5 STANDARDS...........................................................................................................................103 5.6 FUNDING OPPORTUNITIES..................................................................................................104 5.7 PROCUREMENT.....................................................................................................................105 5.8 OPERATIONS AND MAINTENANCE .....................................................................................108

CHAPTER 6: ITS PROGRAM MANAGEMENT....................................................................................... 109 6.1 PROGRAM LEADERSHIP ......................................................................................................109 6.2 TRACK PROJECT DEPLOYMENT AND CONFORMANCE ..................................................111 6.3 UPDATE STRATEGIC PLAN REGULARLY ...........................................................................111 6.4 MAINTAIN REGIONAL ITS ARCHITECTURE........................................................................112 6.5 MAINTAIN INTRA- AND INTER-REGIONAL COORDINATION.............................................112 6.6 PROVIDE TECHNICAL SUPPORT AND ASSISTANCE ........................................................113 6.7 EVALUATE ITS PROGRAM AND PROJECTS.......................................................................113 6.8 ENSURE FEDERAL COMPLIANCE .......................................................................................114 6.9 MAINSTREAM AND PROMOTE ITS ......................................................................................115 6.10 ACTION PLAN.........................................................................................................................117



TABLE OF CONTENTS

LIST OF TABLES

TABLE ES-1: TOP PRIORITY DISTRICT 2-0 REGIONAL ITS PROJECTS...............................................vii TABLE 1-1: OVERVIEW OF ITS STRATEGIC PLAN DOCUMENT ............................................................2 TABLE 1-2: PENNDOT ENGINEERING DISTRICT 2-0 ITS STRATEGIC PLAN PARTICIPANTS ............6 TABLE 2-1: ITS FIELD DEVICE COMMUNICATIONS LINKS...................................................................27 TABLE 3-1: PENNDOT DISTRICT 2-0 IDENTIFIED TRANSPORTATION NEEDS..................................41 TABLE 3-2: USER SERVICE BUNDLES AND USER SERVICES.............................................................49 TABLE 3-3: CANDIDATE USER SERVICES MAPPED TO PENNDOT DISTRICT 2-0

TRANSPORTATION NEEDS.............................................................................................................51 TABLE 3-4: PENNDOT DISTRICT 2-0 ITS USER SERVICES..................................................................53 TABLE 3-5: USER SERVICE PRIORITY LISTING ....................................................................................54 TABLE 3-6: LIST OF MARKET PACKAGES..............................................................................................57 TABLE 3-7: INITIAL PRIORITIZATION OF MARKET PACKAGES ...........................................................59 TABLE 3-8: MARKET PACKAGE EVALUATION SCORING .....................................................................62 TABLE 3-9: MARKET PACKAGES HIGHWAY APPLICABLE TO RURAL DEVELOPMENT TRACKS....65 TABLE 3-10: FINAL PRIORITIZATION OF MARKET PACKAGES ...........................................................66 TABLE 3-11: FUNCTIONAL AREA / ITS MARKET PACKAGE RELATIONSHIP......................................69 TABLE 3-12: RECOMMENDED ROADWAY TRAVELER INFORMATION ITS PROJECT CONCEPTS..76 TABLE 3-13: RECOMMENDED ROADWAY TRAFFIC MANAGEMENT ITS PROJECT CONCEPTS.....77 TABLE 3-14: RECOMMENDED TRANSIT ACCESSIBILITY & SERVICE ITS PROJECT CONCEPTS...79 TABLE 3-15: RECOMMENDED MAINTENANCE AND CONSTRUCTION ITS PROJECT CONCEPTS..80 TABLE 3-16: RECOMMENDED INTEGRATION AND COORDINATION ITS PROJECT CONCEPTS ....81 TABLE 3-17: RECOMMENDED PROJECT LEAD, COST AND TIMEFRAME..........................................84 TABLE 3-18: REGIONAL ITS PROJECT PRIORITIES..............................................................................88 TABLE 3-18 (CONTINUED): REGIONAL ITS PROJECT PRIORITIES.....................................................89 TABLE 3-19: REGIONAL ITS PROJECT ANTICIPATED BENEFITS........................................................91 TABLE 6-1: FEDERAL COMPLIANCE.....................................................................................................116 TABLE 6-2: LIST OF ACTIONS AND AGENCIES RESPONSIBLE FOR THOSE ACTIONS..................118

LIST OF FIGURES

FIGURE 2-1: STUDY AREA CHARACTERISTICS ....................................................................................11 FIGURE 2-2: MAJOR TRANSPORTATION SYSTEM ELEMENTS...........................................................14 FIGURE 2-3: WEATHER AND TRAFFIC MONITORING LOCATIONS.....................................................20 FIGURE 2-4: ROADWAY TRAVELER INFORMATION DEVICE LOCATIONS.........................................23 FIGURE 2-5: POTENTIAL INCIDENT MANAGEMENT INFORMATION FLOWS.....................................31 FIGURE 4-1: ARCHITECTURE FLOW DIAGRAM (EXAMPLE) ................................................................98

LIST OF APPENDICES

APPENDIX A: LIST OF REFERENCES

APPENDIX B: DISTRICT 2-0 ITS STAKEHOLDER CONTACT LIST



CHAPTER 1: PROJECT BACKGROUND 1

CHAPTER 1: PROJECT BACKGROUND

1.1 PROJECT OVERVIEW

This report is the first comprehensive draft of the Pennsylvania Department of Transportation

(PENNDOT) Engineering District 2-0 Intelligent Transportation Systems (ITS) Strategic Plan. It is the

culmination of a regional effort involving a wide range of Stakeholders focused on providing a direction for

the application of advanced transportation-related technologies in the District 2-0 region. The ITS

Strategic Plan identifies technological applications that make the most sense for the District 2-0 region

and provides an implementation plan for the next 20 years.

This ITS Strategic Plan provides the foundation for an important element of the transportation plan for the

region. Since physical and environmental constraints limit the expansion of the transportation system

infrastructure, ITS offers the opportunity for more efficient use of existing transportation facilities and

services. The Strategic Plan serves as “roadmap” for how technology may be used in the region in the

short and long term. This Plan and the Regional ITS Architecture also fulfill planning requirements

related to the use of federal funding for deployment of ITS projects. In addition, the strategic planning

effort has served as a valuable opportunity to bring together the diverse set of public and private sector

Stakeholders in the region.

The Plan resulted from a joint effort by PENNDOT District 2-0 and the PENNDOT Bureau of Highway

Safety and Traffic Engineering (BHSTE) to develop an approach for making the most of the ITS

opportunities in the region. The ITS Strategic Plan considers both the short and long term time frames,

and coordinates with a variety of other planning activities locally and regionally.

The ITS Strategic Plan was developed under the leadership of District 2-0 and BHSTE, as well as a

Steering Committee consisting of stakeholder agencies from the region. A consulting team led by

Edwards and Kelcey (EK) assisted the Steering Committee. The overall goal of the project was to identify

and prioritize ITS applications in the region based on existing and projected future travel and

transportation needs and deficiencies.

The Plan also serves as an important tool for integrating a variety of possible actions that will move the

area forward in the application of advanced technology. It was particularly important to conduct the effort

regionally because ITS applications are generally the most cost-effective when coordinated across




jurisdictional boundaries and designed to be interoperable. It is important to recognize that the ITS

Strategic Plan includes both auto or highway-oriented strategies and ways to reduce the demand for

vehicular travel, such as enhancements to transit.

The ITS Strategic Plan is organized into seven sections as outlined in TABLE 1-1. It is intended to

identify the recommendations that have emerged from the planning effort and to document the process

and background information used to develop the recommendations.

TABLE 1-1: OVERVIEW OF ITS STRATEGIC PLAN DOCUMENT

Section Description

Executive Summary Provides an overall summary of the project recommendations.

Project Background Describes the project scope, defines ITS and its potential benefits, presents the PENNDOT District 2-0 ITS Strategic Plan, and identifies who was involved in developing it.

Characteristics, Needs and Opportunities

Summarizes existing and anticipated characteristics and conditions of the transportation infrastructure and services around the region.

Recommended Projects and Priorities

Identifies and prioritizes ITS projects for the region based on a vision and set of strategies to respond to regional needs and deficiencies.

Regional ITS Architecture Defines an open architecture based on communications technologies and national architecture that supports exchange of data between significant management systems.

Deployment Considerations Provides guidance on the steps and issues associated with project deployment.

ITS Program Management Identifies requirements and recommendations for on-going management and implementation of an ITS program for the region.




1.2 WHAT IS ITS?

While ITS has a wide range of meanings and definitions, it is defined by the Federal Highway

Administration (FHWA) as:

“the next step in the evolution of the nation's entire transportation system. As information

technologies and advances in electronics continue to revolutionize all aspects of our

modern-day world, from our homes and offices to our schools and even our recreation,

they are also being applied to our transportation network. These technologies include the

latest in computers, electronics, communications and safety systems.”

Some of the main objectives of ITS are to:

Improve roadway safety and emergency response;

Improve efficiency of the roadways thereby increasing productivity and economic vitality; and

Maximize investments in the infrastructure.

Projects to build an integrated regional system are an important component of the regional transportation

program. Integrating a broad range of diverse technologies, ITS is an effective solution to many

transportation problems. Combining technologies within the existing transportation system can provide a

wide range of benefits to a transportation system at a significantly reduced cost when compared to the

construction of new roadway lanes or the purchase of additional transit vehicles.

The benefits of the most widely adopted ITS applications, including traffic signal coordination, improved

incident management strategies, and traveler information, have been proven throughout the county.

Examples of some of the most tangible ITS benefits include:

Reduced vehicle delays and secondary accidents on freeways due to efficient incident detection,

verification, and clearance.

Improved transit performance through advanced vehicle tracking, schedule monitoring, and traffic

signal priority treatment.

Reduced traveler frustration and increased efficient through accurate, real-time traveler

information.




Improved safety due to advanced warnings, speed management systems, and automated

enforcement strategies.

While the definition of ITS may be considered “high-tech,” the actual implementation of ITS systems can

vary widely in their complexity. There are already examples of working ITS technologies deployed in the

District 2-0 region, including:

Highway Advisory Radio (HAR) systems;

Road Weather Information Systems (RWIS); and

Variable Message Signs (VMS).

Although these current applications of ITS are limited to larger metropolitan areas, they point to a trend in

increased use of technology for transportation in both urban and rural settings.

1.3 ITS STRATEGIC PLAN DEVELOPMENT PROCESS

The ITS planning process in the District 2-0 region is heavily influenced by stakeholder involvement. This

is important to ensure interagency coordination and compatibility, to identify potential institutional issues

and challenges, and to provide the necessary education and awareness of ITS in the region.

The PENNDOT Engineering District 2-0 ITS Strategic Plan followed federal ITS planning process

guidelines and included the following seven tasks:

• Task 1: Stakeholder Involvement (throughout the process)

• Task 2: Define Needs, Existing and Planned Solutions & Establish PENNDOT Goals

• Task 3: Update Regional ITS Architecture

• Task 4: Define Operational & Implementation Strategies

• Task 5: Develop Regional ITS Implementation Plan

• Task 6: Develop Regional Communication Plans

• Task 7: Update PENNDOT District 2-0 ITS Strategic Plan




These tasks were used to facilitate the activities in two broad areas:

Stakeholder Outreach, and

Development of ITS Projects.

1.3.1 STAKEHOLDER OUTREACH

The PENNDOT Engineering District 2-0 ITS Strategic Plan Steering Committee developed the ITS

Strategic Plan in a coordinated and cooperative manner. The Steering Committee met three (3) times

during the project to develop goals and objectives, review needs and problems, discuss proposed

program areas and priorities, and review deliverables.

Key Stakeholders were kept informed of the ITS Strategic Plan developments through meetings and

memorandums. Workshops were held to inform and solicit input from a diverse range of Stakeholders

including transit agencies, universities, and local governments.

Surveys were reviewed from a wide range of public and private Stakeholders in the region. Each

stakeholder was asked to assess his or her transportation-related problems, data sharing role, and

potential solutions. Interviews were conducted with planning organizations to review and update the

surveys. Stakeholder input from the surveys and interviews was shared with the Steering Committee and

Stakeholders and influenced the development of the ITS Strategic Plan.

1.3.2 DEVELOPMENT OF ITS PROJECTS

The main goal of the ITS Strategic Plan is to define the projects that will be deployed to deliver the

enhanced efficiencies available through ITS. A preliminary set of program areas and project definitions

was developed through interaction with the Steering Committee. A preliminary potential project list was

submitted to the Steering Committee based on the problems and needs assessment performed during

the Plan development. The Steering Committee provided comments on the projects, and they were

further refined by the general stakeholders during Workshop #2. The project development process

culminated with a project list presented in this Plan.




1.4 PROJECT PARTICIPANTS

The PENNDOT Engineering District 2-0 ITS Strategic Plan was the culmination of a joint effort by a

diverse group of government agencies and private interest groups serving the region. The stakeholders

that participated in the development of the Plan are listed in TABLE 1-2 (contact information is provided

in APPENDIX B).

TABLE 1-2: PENNDOT ENGINEERING DISTRICT 2-0 ITS STRATEGIC PLAN PARTICIPANTS

Area Transportation Authority McCormick Taylor

Avail Technologies Michael Baker Corporation

Benatec Associates Mifflin County

Centre Area Transportation Authority North Central Pennsylvania Regional Planning and Development Commission

Centre County 911 Nu-Metrics

Centre County Planning Commission Orth-Rodgers & Associates, Inc.

Centre Region Council of Governments PB Farradyne

Centre Region Metropolitan Planning Organization Pennoni Associates, Inc.

Clinton County Economic Partnership Pennsylvania Emergency Health Services

The EADS Group PENNDOT Bureau of Design

Edwards and Kelcey PENNDOT Bureau of Highway Safety and Traffic Engineering

Erdman Anthony PENNDOT Engineering District 2-0

Federal Highway Administration PENNDOT Engineering District 9-0

Harris Township Penn State University

Johnsonburg Borough Quixote Corporation

L. Robert Kimball & Associates SEDA Council of Governments

M.H. Corbin, Inc. SPK Engineering

One of the most important aspects of conducting ITS strategic planning is to organize the Stakeholders

so that everyone understands their roles, responsibilities, and what is expected from their agency’s

participation. The primary decision-making authority was the Steering Committee, which oversaw the

development of the ITS Strategic Plan and played a leading role throughout the process by providing

technical, political, and policy support. The Steering Committee will also serve as ITS champions,

leaders, and advocates to bridge institutional gaps as the Plan is implemented. The Steering Committee




was also tasked with ensuring inter-agency coordination during the development of the ITS Strategic

Plan. The Steering Committee will continue to serve the ongoing duty of coordinating ITS planning,

deployment, and decision making within District 2-0. Member agencies of the Steering Committee

included:

PENNDOT Engineering District 2-0;

PENNDOT Bureau of Highway Safety and Traffic Engineering (BHSTE);

Federal Highway Administration (FHWA);

Centre Region Metropolitan Planning Organization (CRMPO);

North Central Pennsylvania Regional Planning and Development Commission (NCPRPDC);

SEDA Council of Governments (SEDA-COG);

Centre Area Transportation Authority (CATA);

Penn State University (PSU);

Orth-Rodgers & Associates, Inc. (ORA); and

Edwards and Kelcey (EK).

PENNDOT Engineering District 2-0 and BHSTE were responsible for the development of the PENNDOT

Engineering District 2-0 ITS Strategic Plan. It was completed with support from consulting engineers,

Edwards and Kelcey.

1.5 RELATIONSHIP TO OTHER DISTRICT 2-0 PLANS

The vision for ITS in the District 2-0 region must not stand alone in the Strategic Plan. It needs to be

reflected in a variety of plans and programs that are developed and updated on a regular basis; that is, it

needs to be mainstreamed into the District 2-0 traditional transportation planning process. It should also

be noted that the PENNDOT Engineering District 2-0 ITS Strategic Plan was influenced by many of these

other planning activities. Other planning and programming activities that are relevant to the

implementation of this plan include the Pennsylvania’s Transportation Program, Pennsylvania’s Twelve-

Year Transportation Program, Pennsylvania’s State Transportation Improvement Program (STIP),

Regional Transportation Improvement Programs (TIPs), Long-Range Transit Plans (LRTPs), Short-Range

Transit Plans (SRTPs), Congestion Management Studies (CMS), and plans and programs prepared by

PENNDOT Central Office and Districts, the Pennsylvania State Police (PSP), and Emergency Service

Providers. Each of these activities, plans, and programs should reflect recommendations, implementation




strategies, and ITS-related projects contained in this ITS Strategic Plan to ensure appropriate

implementation over time.

The PENNDOT Engineering District 2-0 ITS Strategic Plan includes a variety of transportation goals,

objectives, and policies that are relevant to ITS and this Strategic Plan. It is important to recognize these

goals, objectives, and policies in order to ensure that ITS applications are consistent with plans and

polices adopted and implemented by each municipality and county in the region.



CHAPTER 2: DISTRICT 2-0 – CHARACTERISTICS, NEEDS, AND OPPORTUNITIES 9

CHAPTER 2: DISTRICT 2-0 – CHARACTERISTICS, NEEDS, AND OPPORTUNITIES

2.1 PENNDOT DISTRICT 2-0 REGION CHARACTERISTICS

2.1.1 GENERAL CHARACTERISTICS

The District 2-0 region encompasses a surface area as large as the State of New Jersey and includes

nine (9) counties (Cameron, Centre, Clearfield, Clinton, Elk, Juniata, McKean, Mifflin, and Potter). The

region is illustrated in FIGURE 2-1. For the purpose of the PENNDOT Engineering District 2-0 ITS

Strategic Plan, the project area extends beyond the District 2-0 boundaries to include a portion of the

State of New York and PENNDOT Engineering Districts 8-0 and 9-0. The overlap reflects the importance

of connections between the District 2-0 region through US 219 to the State of New York, I-99 to

PENNDOT Engineering District 9-0, and US 22/322 to PENNDOT Engineering District 8-0. Other

important connections include I-80 to PENNDOT Engineering District 10-0 to the west and PENNDOT

Engineering District 3-0 to the east.

Key characteristics of the District 2-0 region that influenced the development of the ITS Strategic Plan

include the following:

Adverse Weather - The great diversity of weather in the region creates significant challenges for

the transportation system. During the winter, snow and ice pose serious challenges for motorists

traveling into, out of, and within the region. Some recommendations presented in the ITS

Strategic Plan address the challenges created by adverse weather.

Large Rural Setting - The region is large, and, with the exception of State College, rural in

nature. This type of setting creates various transportation-related challenges including

Emergency Management and Incident Response.

Special Events - The region includes State College, home of the Pennsylvania State University

Main Campus. State College is home to over 40,000 students during the school year, and

football games can draw tens of thousands of additional visitors to the area during fall weekends.




The influx of students and visitors for special events creates unique challenges for transportation

management.

Institutional Setting - The region presents unique planning challenges, largely due to the fact

that three separate planning organizations (CRMPO, SEDA-COG, and NCPRPDC) are

responsible for the Transportation Improvement Program (TIP) for portions of the region. The

region also includes three fixed-route transit providers (CATA, ATA, and DuFast), as well as two

agencies that provide demand-responsive transit service. PENNDOT funded the development of

the ITS Strategic Plan and, therefore, is responsible for leading the ITS planning efforts in the

region. Many other entities participated through the Stakeholder Outreach program.




FIGURE 2-1: STUDY AREA CHARACTERISTICS




2.1.2 TRANSPORTATION SYSTEM

The District 2-0 transportation system consists of multiple components. These components, which

function as separate but related systems, include highways and roads, public and private transit,

pedestrian and bicycle facilities, and airports. A brief description of these components is provided below.

The major transportation system elements are shown in FIGURE 2-2.

2.1.2.1 HIGHWAYS AND ROADS

The roadway network in the District 2-0 region primarily consists of interstate, freeways, arterials,

collectors, local, municipal, and other agency roads. District 2-0 has approximately 3,500 roadway miles

under its jurisdiction, which carry almost 11,000,000 daily vehicle miles of travel (DVMT). The lineal miles

to DMVT ratio of 3,150 DMVT/lineal miles is lower than the statewide average ratio of 5,450 DVMT/lineal

miles, which reflects the rural nature of the region.

Currently, I-80 is the only interstate in District 2-0; it extends through the District approximately 99 miles in

the east-west direction. I-80 carries the most traffic of any roadway in District 2-0 with an Average Daily

Traffic (ADT) of approximately 23,000 vehicles. At the time of this project, I-99 is under construction,

which will eventually connect Bald Eagle to I-80.

The major freeway in the region is US 22/322, which connects State College to Harrisburg. Other

freeways in the region include PA 26, which connects State College to I-80; US 220, which connects Lock

Haven to Williamsport; and US 219, which connects Bradford to New York State.

The remaining arterials that make up the National Highway System consist of US 6, US 219, US 220, US

322, and US 522.

District 2-0 has over 4,700 linear miles of municipal roads and over 1,600 linear miles of other state and

federal roadways managed by other state and federal agencies including State Universities, PA

Department of Conservation and Natural Resources, National Park Service and US Forest Service. At

over 65% of the lineal miles in District 2-0, these other lineal miles far exceed any other District in

PENNDOT.




2.1.2.2 TRANSIT SERVICE

The District 2-0 region is currently served by five (5) transit systems, three (3) of which offer fixed route

service and demand responsive service and two (2) of which provide only demand-responsive transit

service. The primary rural geography of the region makes transit accessibility difficult. The following

agencies provide fixed route and demand responsive transit service in the region:

Centre Area Transit Agency (CATA),

DuBois, Falls Creek, Sandy Township Joint Transportation Authority (DuFast), and

Area Transportation Authority of North Central Pennsylvania (ATA).

The Centre Area Transit Agency (CATA) coverage area includes seven municipalities in Centre County.

CATA is the primary transportation provider for Penn State University (PSU). It serves an annual

ridership of over 6,000,000. 38,000 (less than 1%) of those trips are demand-responsive.

DuFast serves three communities (DuBois, Falls Creek, Sandy Township) in the northwest portion of

Clearfield County. DuFast provides service on three fixed routes as well as Paratransit Service.

Area Transit Agency (ATA) serves over 38 communities in a 5,000 square mile area. ATA has an annual

ridership of over 400,000 of which 180,000 (45%) are demand responsive trips.

The following agencies provide only demand-responsive transit service in the region:

STEP Inc., and

Mifflin-Juniata Area Agency on Aging (MJAAA).

STEP Inc. provides demand responsive service in Clinton County. MJAAA provides this service in Mifflin

and Juniata Counties.




FIGURE 2-2: MAJOR TRANSPORTATION SYSTEM ELEMENTS




2.1.2.3 AIR SERVICE

There are 16 public airports operating in the District 2-0 region:

Albert Airport in Clearfield County,

Bellefonte Airport in Centre County,

Bradford Regional Airport in McKean County,

Centre Airpark in Centre County,

Cherry Springs Airport in Potter County,

Clearfield Lawrence Airport in Clearfield County,

Mid-State Airport in Centre County,

Mifflin County Airport in Mifflin County,

Mifflintown Airport in Juniata County,

Penn’s Cave Airport in Centre County,

Ridge Soaring Gliderport in Centre County,

St. Mary’s Municipal Airport in Elk County,

Stottle Memorial in Juniata County,

Valley Forge Bicentenial Heliport in Centre County,

University Park Airport in Centre County, and

William T. Piper Memorial Airport in Clinton County.

Bradford Regional Airport (BFD) is located approximately 12 miles south of the City of Bradford in

McKean County. BFD is classified as a scheduled service airport by the Pennsylvania Bureau of

Aviation. The airport, with 31 based aircraft, experiences over 18,482 annual operations. Two runways

serve the commercial and general aviation needs of the area.

University Park Airport (UNV), a commercial non-hub airport, is located approximately five miles north of

State College. UNV is classified as a scheduled service airport by the Pennsylvania Bureau of Aviation.

The airport is home to 48-based aircraft, and in 1999 it experienced 60,790 operations. The airport has

two runaways.




2.1.2.4 BIKEWAYS

The District 2-0 region has an extensive bicycle trail system to accommodate both residents and visitors.

The network is expanding through trail projects. The bikeways range from a separate path to a shared

route on a highway.

Bicycle PA is a statewide bicycle route system designed to provide bicycling members of the traveling

public who wish to traverse the state with a guide to some of the Commonwealth’s highways and rail

trails. Two (2) of the Bicycle PA routes traverse the District 2-0 region. Route G connects Tioga County,

PA and the Corning, NY area on the south. The 235-mile long course runs through Clinton and Centre

counties. Route Y generally follows US 6 through the deep forests of northern Pennsylvania. The 409-

mile long course is often the choice for people cycling between Cleveland, Toledo, Detroit, or Chicago

and the New York metropolitan area.

2.1.2.5 PEDESTRIAN FACILITIES

Pedestrian facilities are found primarily in the more urbanized areas of the District 2-0 region. These

facilities include both sidewalks, generally paved, and walkways that may or may not be paved.

Pedestrian facilities are not continuous, with frequent and lengthy gaps between facilities.

PENNDOT recently initiated a website to increase awareness of potential traffic safety problems involving

pedestrians. At the same time, it is designed to help promote the advantages of walking as a form of

transportation and a healthy activity.

2.1.2.6 COMMERCIAL VEHICLE OPERATIONS

Truck volume on I-80 is over 9,000 per day in District 2-0, representing more than 40% of the total

vehicles. I-80 is a major goods movement route and is part of the national network for trucks. The I-99

corridor is also expected to carry substantial truck traffic once completed. Truck percentages on I-99 are

anticipated to exceed 15% in Centre County. The other highways in the region generally serve only as

terminal access routes for the delivery of goods within the region.




2.1.2.7 EMERGENCY SERVICES AND INCIDENT MANAGEMENT

The agencies involved in emergency services and incident management in the region include the

transportation system operating agencies, law enforcement, medical emergency, and fire services. The

transportation operating agencies include PENNDOT, individual counties, and municipalities. Similarly,

law enforcement agencies include PSP, county sheriffs, and local police. Ambulance service in the

region is provided primarily by the private sector, although emergency medical services are also provided

by the local fire departments. The specific roles and responsibilities for these agencies generally vary

depending on the jurisdiction and type of roadway in which the incident occurs.

Incident and emergency detection on the roadways is achieved primary through traditional means such

as telephone call-ins and observations by field and patrol personnel. For emergency calls, 911 services

are provided throughout the region. To aid in the response to reported incidents, inter-agency protocols

and communication channels have been established. For major emergencies and disasters, individual

counties have established Emergency Operations Centers (EOC). Although not typically used for

transportation-related incidents, these centers can serve as a focal point for coordinating transportation

and emergency response during large-scale emergencies.

District 2-0 is currently in the planning stage for a Transportation Management Center (TMC) that will

coordinate all transportation-related activities on the region’s roadways. Once this center is completed,

the TMC operators will work closely with the county EOC and PSP dispatch for incident detection,

verification, and response on the region’s roadways.

2.2 EXISTING ITS INITIATIVES

ITS is not new to the District 2-0 region. ITS systems have been implemented and are functioning

throughout the region, and there are several more projects in the planning and design stage. An

inventory and understanding of these existing systems is critical to the development of the ITS Strategic

Plan. These applications can potentially form the building blocks of an integrated regional Intelligent

Transportation System. Existing ITS systems deployed in the region include the following:

Traffic Signals,

Traffic Management Center,

Traffic Monitoring Stations,




Roadway Weather Information System,

Dynamic Message Signs,

Highway Advisory Radio,

Automated Fixed Location Anti / De-Icing System,

Advanced Public Transportation Systems, and

Communication Systems.

2.2.1 TRAFFIC SIGNALS

Traffic signals are the principal form of technology application for traffic management. Traffic signals are

located throughout the District 2-0 region, with the majority of the traffic signals are located in the State

College area. The traffic signals in the District 2-0 region are owned, operated, and maintained by the

local municipalities. Features found in the existing signal systems include, but are not limited to, actuated

control, coordinated operation between adjacent signals, and physical interconnects between signals.

2.2.2 TRAFFIC MANAGEMENT CENTER

A Traffic Management Center (TMC) is the central location for the collection, processing, and

dissemination of information used for management activities. A TMC relies on communication links

between the center and various monitoring and control devices in the field. PENNDOT Engineering

District 2-0 has established a temporary TMC in the District office building in Clearfield. At present, this

Center is linked to various ITS field devices in the region including weather monitoring and highway

advisory radio. PENNDOT Engineering District 2-0 is pursuing plans to upgrade the existing space that

would provide a more adequate facility.

2.2.3 TRAFFIC MONITORING STATIONS

This application refers to devices used to measure or monitor traffic conditions, such as speed and

volume. Information from these devices may be used by system managers to provide timely responses to

changes in demand and to incidents. While some devices may operate in an isolated manner to provide

historical traffic volume and speed, the focus for this Strategic Plan is on those that can provide real-time

information and thus require a communication link to a central location such as a TMC. Existing traffic

monitoring devices in the District 2-0 region include:




Traffic Counters/Recorders – These monitoring stations involve the use of detectors or sensors

within the pavement surface or along the roadside. FIGURE 2-3 illustrates the location of the

existing traffic monitoring station within the study area. The existing traffic monitoring site is

located along I-80 in Clearfield County.

Closed Circuit Television (CCTV) Cameras – CCTV systems are used to provide visual images of

highway operations and conditions. These images can then be used to verify incidents,

determine what type of emergency response or management strategy should be deployed or

dispatched, monitor weather conditions, and to identify field equipment such as traffic signals and

signs. There are currently 12 black & white still-frame CCTV cameras as part of the Roadway

Weather Information Systems (RWIS) for confirmation of weather conditions and within rest stops

for security. For the purpose of this Strategic Plan, the still-frame CCTV cameras are not

considered real-time information for traffic monitoring. There are 13 cameras to be installed

along I-80, I-99, and US 22/322 over the next five years. These programmed sites are illustrated

on FIGURE 2-3.

2.2.4 ROADWAY WEATHER INFORMATION SYSTEM

The Road Weather Information System (RWIS) application involves the use of sensors and instruments to

automatically collect weather information. RWIS stations can collect information about temperature,

humidity, wind speed, visibility, precipitation type and rate, and roadway icing. The main purpose of the

RWIS is to facilitate the scheduling and dispatch of roadway maintenance and snow clearing crews.

There has been one application where the RWIS information was processed into a format for general

public use along I-80 in Clinton County. In addition, PENNDOT makes the data from the stations

available to the public through a link on its website: www.dot.state.pa.us.




FIGURE 2-3: WEATHER AND TRAFFIC MONITORING LOCATIONS




The RWIS station sites in the District 2-0 region are illustrated in FIGURE 2-3. The information gathered

from the RWIS stations is collected at the PENNDOT Bureau of Maintenance and Operations (BOMO) for

process and distribution to users. PENNDOT maintains Ten (10) RWIS stations throughout the District 2-

0 region. There are six (6) RWIS stations to be installed over the next five years.

RWIS has become a major part of the 'Total Storm Management'. Total storm management (TSM) is the

selection of appropriate strategies that yield the desired Level of Service (LOS) at the lowest cost. There

are three steps to TSM: anti-ice early, manage transition, and modify standard operations. RWIS when

implemented properly as a protective umbrella covering a region can provide an early warning system for

approaching winter events.

2.2.5 DYNAMIC MESSAGE SIGNS

The Dynamic Message Sign (DMS) applications are used to warn motorists of upcoming congestion or

assist in traffic routing during construction, storms, collisions, or special events. These electronic signs

are located along highways, and provide information to drivers at key decision points. PENNDOT

maintains four (4) DMS in the region of which two (2) are located in Clearfield County, one (1) is located

in Clinton County, and one (1) is located in Juniata County. PENNDOT plans to install 13 additional DMS

along I-80 and I-99 over the next five years. The locations of the DMS are illustrated on FIGURE 2-4.

PENNDOT also utilizes 43 portable DMS distributed throughout each of the nine counties. These devices

are deployed in construction/work zones, at special events, and other locations to provide traveler

information for a limited duration.

2.2.6 HIGHWAY ADVISORY RADIO

Highway Advisory Radio (HAR) provides traveler information to motorists via AM radio. These systems

consist of transmission sites positioned along the roadway network at strategic locations. Typically, HAR

systems involve the use of dedicated AM radio frequencies/channels and have a broadcast range of ½ to

2 miles. A HAR system, if updated in a timely fashion, can be used to disseminate a significant amount of

traveler information, using a live message or pre-selected recorded messages.




There are 12 HAR transmitters within the District 2-0 region, all of which are located along I-80 (as shown

in Figure 2-4). The HAR transmitters are controlled by PENNDOT from the TMC in Clearfield.

PENNDOT plans to deploy an additional six (6) transmitters along I-80 and I-99 over the next five years.

PENNDOT also utilizes eight (8) portable HAR transmitters. These devices are distributed in Centre,

Mifflin, and Juniata Counties. Similar to the portable DMS, these devices are deployed in

construction/work zones, at special events, and other locations to provide traveler information for a limited

duration.

2.2.7 AUTOMATED FIXED LOCATION ANTI / DE-ICING SYSTEM

The Automated Fixed Location Anti / De-Icing System (AFLADS) consists of a series of spray disks that

deliver a freeze point depressant agent, in a pre-prescribed amount, determined by the roadway surface

condition. The AFLADS incorporates the use of RWIS for the pavement temperature. The PENNDOT

County Office personnel are notified when the system is activated. Therefore PENNDOT crews are able

to pro-actively treat other areas. AFLADS provides the advanced warning needed to mobilize crews

thereby providing safer driving conditions for the motoring public. There is one (1) AFLADS in the District

2-0 region located along I-80 in Clearfield County. PENNDOT plans to deploy an additional eight (8)

AFLADS along I-80 and I-99 over the next five years.




FIGURE 2-4: ROADWAY TRAVELER INFORMATION DEVICE LOCATIONS




2.2.8 ADVANCED PUBLIC TRANSPORTATION SYSTEMS

The transit component of ITS is referred to as Advanced Public Transportation Systems (APTS). Two

regional transit agencies (CATA and ATA) are currently engaged in ITS initiatives.

CATA ITS initiatives include:

Transit Signal Priority Feasibility Study,

Magnetic Swipe Card Technology, and

APTS Earmark.

The transit signal priority study encompassed 11 intersections along North Atherton Street in three (3)

separate municipalities. The study showed benefits to both transit performance and overall vehicle delay

with the implementation of the system. Despite these findings, the system has not been constructed due

to institutional issues with one of the municipalities.

CATA’s magnetic swipe card technology allows riders to purchase pre-paid fare cards rather than paying

in cash to ride the bus. This system allows the bus operator to concentrate on driving the bus while

providing CATA with accurate ridership and revenue information that can be used in route planning and

scheduling.

CATA recently received an APTS congressional earmark to procure advanced transit technologies.

Candidate ITS systems include Automated Vehicle Location (AVL) and transit traveler information

systems.

ATA is implementing ITS technologies in a phased approach as follows:

Phase 1 – Base Map Data / Geographic Information Systems (GIS),

Phase 2 – Regional Wireless Data Sharing Wide Area Network (WAN),

Phase 3 – Mobile Voice and Data Radio, and

Phase 4 – Computer Aided Dispatch (CAD), AVL and Mobile Data.




2.2.9 COMMUNICATION SYSTEMS

Communications are critical to many transportation-related functions and are the backbone of many ITS

elements. Key systems include those for communication between agency personnel, and those for

transfer of data between various field devices and central control centers.

Systems used for communication between agency personnel includes the following:

Wireline systems such as telephone, fax, and e-mail – These systems are the primary mode of

communication between parties at fixed points whether they are in the same agency or different

agencies.

Dedicated radio – All of the public agencies with transportation-related responsibilities use radio-

based systems for mobile communications. These systems, however, vary between agencies

and are often not compatible. For example, the PSP utilizes proprietary radio (150 MHz) and

PENNDOT utilizes VHF radio. One method to accommodate inter-agency radio communication

is the use of 800 MHz radio. These high band systems are software-controlled, allowing for

automated switching between channels to find the clearest signal link, and can provide

compatibility between systems. The Commonwealth of Pennsylvania is in the process of

implementing a statewide 800 MHz digital radio system. Dedicated radio is primarily a voice

communication system and will not support broadband applications such as real-time video.

Cellular Telephone – Many of the agencies started using cellular telephone for mobile

communications. The use of cell phones also allows for direct inter-agency, mobile

communication.

Cell phone coverage varies between the different private service providers. Although competition for

customers is anticipated to drive other providers to fill their coverage holes in the near future, complete

cellular coverage of the region is not anticipated for years to come due to the rural makeup of the region

The second consideration of the region’s communication needs is the systems used to control and

communicate with field devices, e.g, traffic monitoring stations, CCTV cameras, RWIS stations, DMS, and

HAR, from a central location. A variety of communication media can be used to provide these links.

Landline options include traditional twisted pair copper wiring, telephone lines, and fiber optic cable.




Wireless options include radio, cellular phone, and satellite systems. TABLE 2-1 summarizes the

communication links between existing field devices and the PENNDOT TMC.

There are currently no fiber optic or other high-speed communications for ITS elements in District 2-0.

PENNDOT primary uses Plain Old Telephone Service (POTS) to communicate with field devices. For

ITS devices with low bandwidth requirements, such as DMS and RWIS, a standard telephone line is

sufficient. PENNDOT can lease T-1 services for video feeds if fiber optic cable is not available or cost

effective.

After currently planned roadway construction projects are complete, the communications and surveillance

network will span 24 centerline miles of interstate, freeway and expressway. The total coverage will be

approximately 20% of the overall centerline freeway miles in the district. Real time CCTV video feeds

require broadband communication systems. Where high bandwidth systems are not planned, PENNDOT

should consider leased T-1 service.




TABLE 2-1: ITS FIELD DEVICE COMMUNICATIONS LINKS

Field Device District 2-0 TMC

Traffic Signals N/A

Traffic Counters/Recorders Telephone Modem

CCTV Cameras Telephone Modem (proposed fiber optics on I-80 & I-99)

RWIS Stations Telephone Modem (proposed fiber optics on I-80 & I-99)

DMS Telephone Modem (proposed fiber optics on I-80 & I-99)

HAR Sites Telephone Modem (proposed fiber optics on I-80 & I-99)

AFLADS Telephone Modem (proposed fiber optics on I-80 & I-99)

2.3 CHALLENGES AND OPPORTUNITIES

An important part of the ITS Strategic Plan process has been the identification of the District 2-0 regional

transportation-related challenges and opportunities. The recommended ITS projects set forth in this plan

are designed specifically to address the documented transportation needs of the region. The objective is

not to simply implement ITS projects because the technologies are available. Rather to match existing

ITS technologies that meet the transportation needs of the region.

The District 2-0 regional transportation challenges were identified and ranked through the Regional ITS

Architecture effort. The majority of “Top 50” Regional Transportation Needs were considered ITS Needs.

The ITS Needs were refined during stakeholder outreach program conducted as part of the ITS Strategic

Plan effort.

This stakeholder involvement program included interviews with key transportation-related agencies in the

region, two stakeholder workshops, and a review of related documents and information including the

Transportation Improvement Plan (TIP). The identified Regional Transportation ITS Needs have been

categorized into the following areas:

Safety,




Congestion / Traffic Operations,

Emergency Response & Incident Management,

Traveler Information,

Maintenance Activities,

Communications and Coordination,

Planning Data,

Transit Efficiency and Effectiveness, and

Commercial Vehicle Operations.

These challenges are not necessarily presented in order of priority. It should be noted that many of these

challenges are related or overlap. A prime example is an incident that could be a result of a roadway

safety problem. This incident may require some level of incident response and can also cause

congestion.

2.3.1 SAFETY

Traveler safety in the region was a recurring need prioritized by the Stakeholders in both the development

of the Regional ITS Architecture and the ITS Strategic Plan. A number of factors directly affect traveler

safety in the region including:

Adverse weather conditions,

Animal-vehicle crashes, and

Driving conditions (mountainous terrain; narrow roadways; curves).

There are a number of ITS strategies that can help address safety concerns in the region including

additional RWIS stations and CCTV cameras. The RWIS helps both maintenance crews and traffic

operations personnel in predicting and responding to weather-related events. CCTV can be used to

monitor adverse weather throughout the region while also aiding in any required incident response. The

information from the RWIS and CCTV can be disseminated to the traveling public via DMS and HAR to

provide advanced warning in the event of approaching adverse weather such as snow squalls.

Animal-vehicle crashes are a common event in the rural setting of the District 2-0 region. An advanced

animal-vehicle warning systems is currently under construction in Juniata County. Based on the results

of this pilot project, PENNDOT should consider additional animal-vehicle warning systems through the

region. These systems could be placed at strategic locations with high animal-vehicle crash rates.




2.3.2 CONGESTION / TRAFFIC OPERATIONS

Non-recurring congestion due to crashes and special events was identified as a key transportation

challenge for the region. Mitigating recurring congestion in urbanized areas such as State College was

also identified as a regional transportation need, but at a lower priority. Several factors contribute to

congestion in the region including:

Adverse weather conditions,

Lack of real-time traffic / traveler information,

Limitations on alternative routes, and

Activity centers and special events in and around State College.

Non-recurring congestion and incidents are regional issues, but the impact is the greatest on high

volumes roadways such as I-80 and US 322. These roadways had both the highest volumes and the

highest crash totals in the region. Recurring and special event congestion are problems in the State

College area due to the urbanized area surrounding the PSU campus and the special events such as

PSU football games.

There are a number of ITS systems that address congestion issues. RWIS stations, as discussed in the

previous section, can be used to predict and warn travelers of adverse weather conditions. Incident

detection and surveillance systems can help detect incidents in a more timely fashion and aid in Incident

Response and Emergency Management. By reducing response and incident clearance times, reductions

in the capacity of the roadway can be minimized. Advanced traffic signal systems can help effectively

utilize the available capacity of the roadways. Inter-agency coordination, improved traveler information,

and parking management systems can help reduce the impacts of large-scale events on the

transportation system.

2.3.3 EMERGENCY RESPONSE AND INCIDENT MANAGEMENT

This need refers to the ability to detect, verify and respond to incidents within the regional transportation

system. These needs are ranked fairly high on the prioritized list since the isolated geography and

severe weather in the region make incident response a challenge. There are several issues that

contribute to the challenge of emergency response and incident management in the region. First is the




ability to detect and verify incidents; second is the ability to respond to an incident quickly; and third is

effective on-scene coordination and cooperation.

During discussion with regional emergency service providers, the following specific issues were identified:

There is no communications directly between fire, police and ambulance agencies. All

communications is through the Public Safety Answering Point (PSAP). Therefore, on scene

communications is not possible between first responders;

Local Fire Departments periodically provide traffic control in addition to their fire responsibilities;

and

Local responders are not familiar with PENNDOT resources to assist in incident scene

management.

A variety of ITS applications can provide substantial enhancements to existing emergency response and

incident management in the region. With the completion of the PENNDOT Engineering District 2-0

Transportation Management Center (TMC), the following opportunities will become available:

“Best Route” for first responders to reach an incident site;

Coordinated detour plans between agencies. The plan should provide a planned detour route for

traffic and a planned “access route” for emergency services/first responders; and

Communications link to the County/Local Emergency Management Agency, emergency

management center, or emergency operations center.

Based on the identified issues and regional transportation needs related to emergency response and

incident management, a diagram summarizing information flows was prepared that illustrates potential

information flows from the PENNDOT 2-0 TMC and the PSAP to the first responder agencies. The flow

diagram is illustrated in FIGURE 2-5. In addition, this diagram further illustrates or identifies functional

ITS subsystems that can contribute to incident management. For example, these subsystems potentially

could including DMS, traffic signal pre-emption, and incident signal timing plans deployment to assist in

first responder access to an incident scene.




InteroperableOn-scene Communications

Incident

E-9-1-1PSAP

&Dispatch

LocalPolice

LocalFire

EMS

PENNDOTTMC

DOTMaint.

HARPre-Planned

Detour Support

TrafficSignals

Pre-emption

LocalEMC/EOC

DMS

Detour GuidanceRamp Closures

FIGURE 2-5: POTENTIAL INCIDENT MANAGEMENT INFORMATION FLOWS

To maximize the effectiveness of incident response, an effort needs to be undertaken to expand the

mapping within the TMC to include GIS-coded local roads supplementing the PENNDOT GIS database.

This would allow for the development of mapping displays to assist the computer-aided dispatch (CAD)

systems and graphically provide information to dispatchers on detour routes and first responder access

routes. A CD-ROM is currently being developed by PENNDOT District 2-0 for detour route information

could be further developed to allow real-time route development downloaded to first responder vehicles

through two-way digital voice and data communications.




2.3.4 TRAVELER INFORMATION

Improving the efficiency of the transportation system requires that travelers are informed about the

various travel options as well as the real-time operating conditions of the transportation system. One of

the major needs for traveler information in the District 2-0 region is the completion of a TMC. The TMC,

which is currently in the planning stage, will be the focal point of traffic operations and traveler information

dissemination to the public. The type of information that would be disseminated to the traveling public

from the TMC includes roadways conditions, incidents and crashes, construction and maintenance

activities, and weather conditions.

A TMC is required for the region to make accurate, timely information readily available to the public. The

following ITS applications present opportunities to provide enhanced traveler information activities in the

region:

DMS,

HAR,

Website,

Kiosks,

Local Media, and

511 system.

The District 2-0 region already has some of these devices in place, namely DMS and HAR, but additional

deployments coordinated with the construction of a TMC can greatly enhance traveler information in the

region. Regardless of the systems deployed for disseminating traveler information, there must be data

gathering systems in place, such as CCTV and RWIS, to gather information that must be synthesized and

disseminated to the traveling public.

2.3.5 MAINTENANCE ACTIVITIES

Improved maintenance of the street and highway system is a challenge that affects all transportation

facilities in the region. The weather in the region has a significant impact on the maintenance activities as

it relates to plowing and salting, as well as scheduling routine maintenance. Congestion due to

construction and maintenance was cited as a regional transportation challenge. Improved efficiency of




maintenance activities can potentially reduce disruption to traffic flows, improve safety for vehicles and

maintenance personnel, and reduce costs for plowing and salting operations.

There are a number of ITS opportunities that can enhance existing maintenance operations. The

predictive capability of additional RWIS stations can help allocate resources effectively for weather-

related activities. Technological developments such as robotics and automation can improve the

efficiency and safety of highway maintenance and construction activities. For example, advanced vehicle

control systems using magnets in the roadways can help guide snow plows, allowing them to maintain

higher speeds even under low visibility conditions. ITS applications such as portable DMS and portable

HAR can be used to improve work zone safety. Information systems can also help direct travelers to

alternative routes or times to avoid traffic disruptions, thereby reducing the congestion and delays

experienced by travelers.

It should be noted that the implementation of ITS systems in the region will also create new maintenance

challenges including proper training and skill sets, inventory management, and equipment calibration and

repair. Impacts on operations and maintenance should be considered for each ITS project implemented

with the region.

2.3.6 COMMUNICATIONS AND COORDINATION

Interagency communications and cooperation are critical to the efficient operation of the transportation

system. Effective communication systems allow all transportation-related agencies to share data and

information in a timely, efficient manner. Personnel are able to conduct operations safely and efficiently

with seamless communications.

In the District 2-0 region, there are a number of technical and institutional factors that reduce the

effectiveness of the overall communications system. Technical issues include the lack of compatible

radio systems and broadband communications networks in the region.

The incompatibility of radio systems is a challenge for direct inter-agency communication. Currently all

inter-agency communications must be run through the PSAP. The new statewide 800 MHz system offers

an option for overcoming this obstacle, however institutional barriers and agency preferences may limit

the deployment and adoption of the 800 MHz technology at the local level.




Institutional issues generally involve the protocols used to facilitate and guide the transfer of information.

It became apparent during the stakeholder workshops that the Emergency Service Providers (ESPs) are

not fully aware of PENNDOT’s capabilities to conduct traffic management during an incident. Formalized

protocols with information flows can help to address this regional issue. ITS planning efforts such as the

development of the ITS Strategic Plan can provide a forum for identifying information-sharing

opportunities and establishing formal protocols to facilitate such data sharing.

Another key communication issue related to the deployment of ITS technologies in the region is the

device-to-center communications. This communication involves data flows from monitoring stations such

as RWIS and control information for devices such as DMS, CCTV, and even traffic signal systems.

PENNDOT primary uses POTS to communicate with field devices. For ITS devices with low bandwidth

requirements, such as DMS and RWIS, a standard telephone line is sufficient. As PENNDOT begins to

deploy systems with higher bandwidth requirements such as CCTV, high-speed wire line technology such

as fiber optic cable will become the preferred method of communications. The deployment of fiber optic

cable is planned for the I-99 corridor as well as portions of I-80. Where fiber-optic cable is not feasible

due to financial or other constraints, T1 or high-speed wireless technologies should be considered.

2.3.7 PLANNING DATA

Successful planning requires accurate and comprehensive data that can be used to identify problem

areas, quantify the severity of problems, assess potential benefits and evaluate actual impacts. The lack

of planning data affects all regional and local transportation agencies.

PENNDOT identified traffic volume information as a “need” during the first stakeholder workshop. Many

ITS applications that provide data inputs for traffic operations and traveler information can also be used

for planning activities. Loop detectors installed as part of traffic signal systems can be used for vehicle

counts with the cooperation of the local municipalities. CCTV camera feeds can be used to obtain

volume and occupancy data within coverage areas. AVL systems can help transit agencies track

schedule adherence. Automated fare cards can provide accurate ridership information.

With so many data gathering opportunities available with ITS deployments, it is imperative that data

warehousing systems be developed to store, archive and process the data. These systems should be

user-friendly and available to all agencies involved in regional planning.




2.3.8 TRANSIT EFFICIENCY AND EFFECTIVENESS

Improvements to transit traveler information and transit effectiveness were consistently identified as

consistent needs throughout the region. For the transit agencies in the region, this will require the

development of new systems and the effective utilization of existing systems.

From the perspective of the rider, the primary requirement of a successful transit system is convenience

and ease of use. Traveler information and trip planning systems are elements that directly meet identified

transit needs for the region. Transit traveler information dissemination can be accomplished through a

variety of mediums including Internet, telephone systems, and bus stop DMS. The traveler information

can be comprised of a mix of static and real-time information. Real-time systems would be supported by

expanded transit ITS deployments including CAD / AVL and electronic fare payment.

2.4 ITS ACTIVITIES OUTSIDE THE DISTRICT 2-0 REGION

The vision for ITS in the District 2-0 region must not stand alone in the ITS Strategic Plan. ITS

applications in the region must be coordinated and often integrated with those in surrounding areas.

Therefore, it is important to recognize the ITS activities currently underway in nearby regions and

elsewhere in the state and nationally that are relevant to what is implemented in the District 2-0 region.

Areas of coordination may include, but are not limited to:

Ensuring that roadway and weather information for areas outside of District 2-0 is made available

to travelers within the District, and visa-versa;

Placing traveler information devices, such as DMS and HAR transmitters, at key junctions and

decision points along routes leading to District 2-0;

Providing communication links between systems, notably between ITS equipment within District

2-0 and the TMCs located outside the District;

Using common equipment and systems to ensure integration and potentially reduce acquisition

costs;

Ensuring continuity of deployment so that there is consistency in the types of devices deployed

from one region to the next;

Developing commonality in procedures and protocols as they relate to how devices are used and

how roadway information messages are presented; and

Providing opportunities to learn from the experiences of other regions.




There are several specific ITS activities that have been completed or are ongoing throughout

Pennsylvania that offer direct opportunities or requirements for coordination and integration. In many

cases, these activities involve the planning or deployment of ITS elements along facilities or in areas that

are important access points to the District 2-0 region because many of the trips taken in District 2-0 begin

or end outside the region.

The activities most relevant to District 2-0 ITS efforts are provided below:

Pennsylvania Statewide Activities – Statewide Transportation Management Center (STMC) and

DRAFT PENNDOT ITS / Transportation Management Approach

PENNDOT Engineering District 3-0 – ITS activities in District 3-0 have been limited due to funding

priorities and perceived needs for the region. The following ITS components are currently in place:

Four portable VMS signs

One permanent overhead VMS

One portable HAR unit (used in conjunction with construction activities)

Four RWIS stations (used for maintenance and snow removal operations)

SEDA-COG Highway Rail Grade Crossing Safety Initiative

In addition to the existing ITS systems in District 3-0, an ITS Architecture for the region is currently being

finalized.

PENNDOT Engineering District 8-0 – ITS activities and systems in District 8-0 include:

CCTV DMS (portable and permanent) Freeway Work Zone Management HAR Emergency Service Patrols, and Truck Rollover Warning System.

The District 8-0 TMC operates these ITS systems. The District also has a completed Regional ITS

Architecture.





CCTV

DMS (portable and permanent)

HAR (portable and permanent)

RWIS, and

Advanced Traffic Signal Systems.

Following completion of the I-99 construction, District 9-0 and District 2-0 can be linked through the

planned fiber optic communications backbone. This will allow for redundant operations centers and

shared resources during an incident or off-peak hours.


CCTV

DMS

HAR, and

Rural Crash Avoidance Systems

The PENNDOT 10-0 ITS Operations are performed from the District office in Indiana, PA. ITS

Operations activities include traffic management, incident/emergency management, as well as

maintenance and construction coordination.

New York Statewide Activities - The New York State DOT employs ITS to assist in the management

and operation of New York State's multi-modal transportation system. Included among its ITS activities

are the following:

Development & refinement of ITS plans and programs for the state's urban and rural areas;

Design, implementation, and operation of traffic management systems for the state's major urban

centers;

Advancement of transit-related projects designed to increase safety at highway-rail grade

crossings, and enhance the efficiency and effectiveness of bus transit service;

The use of technologies to increase the safety of trucking in New York State and improve the

efficiency of state government administration of the trucking industry;




Sponsorship and conduct of (or participation in) research into the administrative, technical, and

safety aspects of ITS;

The operation of motorist assistance (HELP) programs in four areas; and

Participation in the I-95 Corridor Coalition, TRANSCOM, the Niagara International Transportation

Technology Coalition and similar regional alliances

Federal ITS Programs – The U.S. Department of Transportation has engaged in several major ITS

initiatives. These initiatives include preparation of the ITS National Program Plan that outlines national

goals and objectives for ITS, the development of national standards for ITS in areas where such

standards are appropriate, and the development of a “National ITS Architecture” that establishes an

overall framework for the integration of ITS systems and subsystems.



CHAPTER 3: RECOMMENDED ITS PROJECTS AND PRIORITIES 39

CHAPTER 3: RECOMMENDED ITS PROJECTS AND PRIORITIES

3.1 PROJECT DEVELOPMENT PROCESS

The development of the overall ITS strategy for the District 2-0 region was built upon the characteristics,

needs and opportunities documented through the Regional ITS Architecture development, PENNDOT

District 2-0 ITS Strategic Plan Steering Committee Meetings, and Stakeholder Workshops. The strategy

followed a process from the development of a general vision to the identification of specific projects.

The overall ITS strategic vision guides where District 2-0 wants to go with respect to the deployment of

ITS and, to an extent, how it would like to get there. The strategic functional areas relate closely to the

regional needs and opportunities. For each of the strategic functional areas, a number of project

concepts were identified. The project concepts represent specific ITS strategies or applications, but are

limited in detail with regard to technologies and locations. With agreement on concepts, recommended

projects were defined in greater detail. Finally, a subset of projects was identified that reflects the

region’s highest priorities for ITS deployment.

Cha

lleng

es, N

eeds

, and

Opp

ortu

nitie

s

Vision, Goals, & Objectives

Strategic Functional Areas

ITS Project Concepts

Recommended ITS Projects

Regional Priorities

3.2 NEEDS PRIORITIZATION

Prior to the identification of the appropriate ITS User Services for the District 2-0 region, we must first

clearly understand the transportation needs and have an idea of prioritization of those needs. The

Regional ITS Architecture defined the needs in the region. It is important to note that this information was




a direct result of input from the regional Stakeholders consisting of responsible transportation and transit

agencies through the region, as well as public agency staff from adjacent regions. The Stakeholders

provided their input via surveys.

The information contained in the surveys has been synthesized into a list of needs for the region. TABLE 3-1 shows that list of needs organized by ITS categories. Below the ITS category headings are examples

of ITS applications that fit within the identified category.

The needs have been assigned a relative priority based on input received from the Stakeholders. During

the Steering Committee meetings, other members had the opportunity to agree with, disagree with or

modify needs and priorities.




TABLE 3-1: PENNDOT DISTRICT 2-0 IDENTIFIED TRANSPORTATION NEEDS

ITS Categories

Needs Relative

Priority

Traffic Signal Control Systems

Upgrade traffic signals in municipalities High

Examples: Signal coordination, centralized control, Vehicle detection systems, adaptive signal control, Traffic Management Center Transit and Public Transportation Management

Schedule and route information Medium Improve travel times for transit journeys Medium Improve Intermodal/multi-modal connections Medium Expand public transit services Medium Coordinate transit operations Medium Increase frequency of transit services (i.e. buses/hr) Low

Examples: public transportation management, en-route transit information, personalized public transit, public traveler safety, traveler service information, ride matching and reservations Improve personal security on transit vehicles and at

transit stop areas Low

Incident Management

Formalize incident management strategies at the scene of incidents High

Coordinate incident response High Increase inter-agency cooperation High Reduce incident clearance times High Reduce incident response times High

Examples: incident detection, incident management, hazardous materials

Improve incident detection High Traveler Safety & Security

Improve safety on roadways High Reduce accidents on roadways High

Examples: wide area information dissemination, site specific safety advisories and warnings, safety surveillance and monitoring, in-vehicle safety systems

Traffic Control

Reduce congestion due to accidents High Reduce congestion due to construction/maintenance operations High

Improve road maintenance operations High

Examples: advanced work zone management and traffic control, vehicle detection systems, vehicle/speed detection systems, VMS, HAR, Traffic Management Center




TABLE 3-1 (CONTINUED): PENNDOT DISTRICT 2-0 IDENTIFIED TRANSPORTATION NEEDS

ITS Categories

Needs Relative Priority

Tourism and Traveler Information Systems

Improve traffic condition information High Improve roadway weather/pavement condition information High

Enhance traveler services/Tourist information High Reduce congestion due to special events High

Examples: en-route and fixed information services, Smart Card payment/transaction systems, portable event management systems, pre-trip traveler information, in-vehicle route guidance, traffic information, VMS, HAR, Internet, media, tourist information systems, special events

Commercial Vehicle Operations

Reduce time spent on commercial vehicle inspections Medium Reduce congestion due to freight operations Low Improve oversize/overweight permitting processes Low Improve freight operations Low Address other CVO needs Low

Examples: commercial vehicle electronic clearance, automated roadside safety inspection, on-board safety monitoring, commercial vehicle administration processes, hazardous material incident response, commercial vehicle fleet management, small rural commercial enterprises support

Emissions Monitoring and Mitigation

Reduce impact of emissions on the environment Medium

Examples: emissions monitoring and mitigation programs, remote emissions monitoring Electronic Payment System

Improve parking systems Medium

Examples: electronic toll collection systems, electronic transit fare payment systems (Smart Cards) Highway Rail Intersection

Enhance safety and operation of railroad crossings Medium

Examples: in-vehicle warning systems, train tracking systems, Traffic Management Center Integration

Improve Transportation data sharing Medium Expand coordination of educational/research opportunities in area of transportation (at PSU) Medium

Examples: integration of systems, integration with Traffic Management Centers, central vs. distributed control, communications infrastructure




3.2.1 HIGH PRIORITY NEED AREAS

The preceding TABLE 3-1 lists specific “needs” identified by the regional Stakeholders. The following list

is a consolidation of TABLE 3-1 and summarizes the high priority “need areas” in the PENNDOT District

2-0 region (in no specific order):

Improved traveler safety,

Improved traffic flow, system operation and road condition monitoring,

Coordinated incident/emergency management plans and procedures,

Advanced technology applications to more effectively and efficiently operate traffic signal

systems,

Improved cooperation and coordination among transportation agencies in the region,

Enhanced traveler information within and beyond project boundaries,

Improved integration of information and systems to better manage transportation assets, and

Enhanced access and availability of tourist information.

3.3 ITS VISION, GOALS AND OBJECTIVES

3.3.1 ITS VISION

The ITS “vision” for the PENNDOT District 2-0 region describes the direction for the planning and

deployment of ITS in the region. It is intended to help unify and coordinate the application of advanced

technologies in the region. The overall vision for ITS in the PENNDOT District 2-0 region is captured in

the following statement:




“ITS will be integrated into PENNDOT District 2-0 system infrastructure and operations on a

strategic basis:

To increase roadway safety

To achieve greater efficiencies from the existing transportation system

To improve incident response and scene management

To improve traffic signal operations in specific areas

To improve inter-agency and inter-jurisdictional communications and coordination

To improve and expand traveler information dissemination to the public and between

transportation agencies regarding traffic, weather, and road conditions

To accommodate safe and efficient goods movement into, out of, within and through

the region

To accommodate increased travel into, out of, within and through the region with less

adverse environmental impacts, and

To enhance convenience, effectiveness and interconnectivity of transit operations.

3.3.2 GOALS AND OBJECTIVES

In order to bring focus to the ITS planning process for the PENNDOT District 2-0 region, it is imperative to

grasp the goals and objectives of the effort. Therefore, the overall vision statement is supported by a set

of goals and objectives. This ITS Strategic Plan will pursue several goals in order to ensure the effective

deployment of ITS that addresses the needs of its users. This section discusses the goals of the plan

and specific objectives that the project will achieve.

The following goals and objectives were developed using the preceding Vision Statement as a starting

point. A review of Goals and Objectives contained in PennPlan, Pennsylvania’s Statewide Long Range

Transportation Plan, was then performed. This review resulted in the development of the following set of

Goals and Objectives for this ITS Strategic Plan that is consistent with both the preceding Vision

Statement and the previously established, statewide developed transportation Goals and Objectives.

Some of the objectives are used more than once, as they may address more than one goal.




Goal #1: Promote safety of the transportation system Objectives:

Identify key safety issues through stakeholder input and historical data.

Develop ITS applications that will directly improve safety for travelers.

Implement ITS technologies that will improve safety in maintenance and construction activities

Improve the ability of transportation agencies to identify the nature and location of difficult driving

conditions.

Reduce the number and severity of crashes related to congestion, roadway incidents or other

conditions affecting the roadway.

Provide safe opportunities for walking and the use of bicycles.

Goal #2: Improve the environment Objectives:

Lessen the environmental impacts of increased travel in and around the region.

Goal #3: Retain jobs and expand economic opportunities

Objectives: Work with the private sector to implement ITS technologies focused on commercial vehicle

operations credentialing, timely transport of goods and safety enforcement.

Consider the needs of commercial vehicle operators when disseminating traveler information.

Goal #4: Make transportation decisions that support land use planning objectives

Objectives: Implement transportation management technologies for local roads that support the goals,

objectives and policies of local agencies, including environmental and neighborhood protection.




Goal #5: Maintain, upgrade, and improve the transportation system Objectives:

Upgrade existing traffic signal systems.

Enable cross jurisdictional coordination.

Improve construction zone operations.

Enhance existing transit operations including connections between systems.

Utilize technologies to improve maintenance activities and coordination.

Improve complex incident management approaches.

Enhance traffic monitoring capabilities to collect and verify information on roadway conditions and

vehicle flows. Facilitate traffic flow to and minimize traffic impact of special events.

Goal #6: Inform and involve the public and improve customer service

Objectives: Deploy traffic, weather and pavement monitoring technologies to provide accurate, timely

information to the National Weather Service, transportation managers and users.

Expand existing systems and policies and implement new technologies and policies that pledge

timely dissemination of traffic and weather conditions to the region.

Upgrade communications systems to improve information sharing.

Inform travelers about travel delays from recurrent congestion, special events, incidents, weather

problems, and other emergencies.

Improve the ability of transportation agencies to warn travelers of potentially difficult roadway

conditions.

Goal #7: Advance regional and corridor-based planning

Objectives: Implement transportation management technologies for local roads that support the goals,

objectives and policies of local agencies, including environmental and neighborhood protection.

Upgrade existing traffic signal systems.

Enable cross jurisdictional coordination.

Facilitate traffic flow to and minimize traffic impact of special events.




Goal #8: Develop transportation alternatives and manage demand

Objectives: Encourage shift from automobile to transit.

Encourage shift in travel to off-peak periods.

Encourage shifts in travel route when the capacity of primary route is restricted or safety

problems exist.

Goal #9: Promote smooth, easy connections between transportation alternatives

Objectives: Identify and implement transit ITS technologies that will provide operational efficiencies.

Deploy technology-based solutions to improve coordination and connectivity between systems.

Goal #10: Ensure accessibility of the system and mobility for everyone

Objectives: Increase awareness about travel options available including transit, bicycling, walking, and other

non-motorized forms of transport.

Goal #11: Ensure the long-term viability of ITS in the PENNDOT District 2-0 region

Objectives: Secure funding source(s) for the Region’s ITS program that will ensure on-going operation of

systems developed and deployed.

Develop stakeholder knowledge base to continue to serve as the Region’s ITS experts and

champions.

Encourage stakeholder ownership and participation.

Gain support and participation from key Stakeholders.

Promote the positive results of ITS deployments.




Goal #12: Develop an ITS program that is compatible and supported by national ITS efforts

Objectives: Participate with neighboring and other rural regions and states to develop common solutions and

systems.

Pursue opportunities for joint, interregional, intrastate and interstate research and deployment.

Share regional activity information with other regions, states and the FHWA.

Participate in ITS organizations such as ITS Pennsylvania, ITS America and present regional

activities at their conferences.

3.4 PENNDOT DISTRICT 2-0 ITS USER SERVICES

3.4.1 USER SERVICES

The user service concept was developed in the National ITS Program Plan (1995), and later became one

of the fundamental concepts around which the National ITS Architecture was developed. The National

ITS Program Plan identified 29 User Services, organized into six categories or “bundles”. Since that time,

four additional services and two additional bundles were added to the list for a total of 33 User Services,

organized into eight bundles. The bundles and corresponding services are shown in TABLE 3-2.




TABLE 3-2: USER SERVICE BUNDLES AND USER SERVICES

User Service Bundle User Services

Travel and Traffic Management

Pre-trip Travel Information En-route Driver Information Route Guidance Ride Matching and Reservation Traveler Services Information Traffic Control Incident Management Travel Demand Management Emissions Testing and Mitigation Highway Rail Intersection

Public Transportation Management

Public Transportation Management En-route Transit Information Personalized Public Transit Public Travel Security

Electronic Payment Electronic Payment Services

Commercial Vehicle Operations

Commercial Vehicle Electronic Clearance Automated Roadside Safety Inspection On-board Safety and Security Monitoring Commercial Vehicle Administrative Processes Hazardous Material Security and Incident Response Freight Mobility

Emergency Management Emergency Notification and Personal Security Emergency Vehicle Management Disaster Response and Evacuation

Advanced Vehicle Safety Systems

Longitudinal Collision Avoidance Lateral Collision Avoidance Intersection Collision Avoidance Vision Enhancement for Crash Avoidance Safety Readiness Pre-crash Restraint Deployment Automated Vehicle Operation

Information Management Archived Data Function

Maintenance and Construction Management Maintenance and Construction Operations

**From National ITS Architecture, Version 5.0.1, USDOT, 2004




3.4.2 SELECTION OF USER SERVICES

The first step in the process to select User Services is to develop a master list for analysis. The regional

transportation needs identified in Section 3.2 and potential User Services identified in Section 3.4.1 were

included in the master list.

3.4.3 MAPPING TRANSPORTATION NEEDS TO IDENTIFIED USER SERVICES

The second step in the process of selecting ITS User Services for this application in the District 2-0 region

consisted of “mapping” User Services to the transportation needs. The mapping process consists of

flagging the User Services that are needed to resolve, in whole or in part, each need. In associating User

Services with needs, only services that directly and substantially contribute to the need resolution were

identified. TABLE 3-3 illustrates the User Service mapping exercises.

3.4.4 PENNDOT DISTRICT 2-0 ITS USER SERVICES

TABLE 3-4 summarizes the mapping of User Services to needs performed in TABLE 3-3. The dark

bullet points in TABLE 3-3 identify where a User Service addresses or partially addresses a need.

Counting the number of dark bullet points in each User Service row gives a tally of how many needs a

particular User Service addresses. These totals are shown in the second column of TABLE 3-4. The number of times a User Service addresses a high priority need is shown in the third column of TABLE 3-4.

In order to show a measure of objectivity, the following criteria were used to establish the initial relative

priority to the selected User Services in TABLE 3-4:

The High Priority User Services address 10 or more High Priority Needs.

The Medium Priority User Services address between 5 and 9 (inclusive) High Priority Needs.

The Low Priority User Services address between 0 and 4 (inclusive) High Priority Needs.

After the objective scoring and ranking of the User Services shown in TABLE 3.4 was completed it was

presented to the District 2-0 regional Stakeholders for their input. It was decided jointly, by the

stakeholder group and consultant team, that some subjective refinement was needed to consider regional

characteristics.

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TABLE 3-4: PENNDOT DISTRICT 2-0 ITS USER SERVICES

Total Number of Needs Addressed

Number of High Priority Needs Addressed

Relative Priority

Travel and Traffic ManagementPre-trip Travel Information 18 12 HIGH

En-route Driver Information 15 13 HIGHRoute Guidance 20 12 HIGH

Ride Matching and Reservation 8 0 LOWTraveler Services Information 4 1 LOW

Traffic Control 18 14 HIGHIncident Management 19 15 HIGH

Travel Demand Management 6 0 LOWEmissions Testing and Mitigation 7 5 MEDIUM

Highway Rail Intersection 5 3 LOWPublic Transportation Management

Public Transportation Management 19 9 MEDIUMEn-route Transit Information 16 9 MEDIUMPersonalized Public Transit 11 2 LOW

Public Travel Security 4 2 LOWElectronic Payment

Electronic Payment Services 6 0 LOWCommercial Vehicle Operations

Commercial Vehicle Electronic Clearance 9 2 LOWAutomated Roadside Safety Inspection 9 2 LOW

On-board Safety and Security Monitoring 8 2 LOWCommercial Vehicle Administrative Processes 7 0 LOW

Hazardous Material Security And Incident Response 16 9 MEDIUMFreight Mobiltiy 6 0 LOW

Emergency ManagementEmergency Notification and Personal Security 14 11 HIGH

Emergency Vehicle Management 13 11 HIGHDisaster Response and Evacuation 11 9 MEDIUM

Advanced Vehicle Safety SystemsLongitudinal Collision Avoidance 4 3 LOW

Lateral Collision Avoidance 4 3 LOWIntersection Collision Avoidance 4 3 LOW

Vision Enhancement for Crash Avoidance 4 3 LOWSafety Readiness 4 3 LOW

Pre-crash Restraint Deployment 4 3 LOWAutomated Vehicle Operation 4 3 LOW

Information Management Archived Data Function 27 12 HIGH

Maintenance and Construction ManagementMaintenance and Construction Operations 17 15 HIGH




TABLE 3-5: USER SERVICE PRIORITY LISTING

High Priority User Services Medium Priority User Services Low Priority User Services

Pre-trip Traveler Information Emissions Testing and Mitigation * Ride Matching and Reservation En-route Driver Information Public Transportation Management Traveler Services Information ▼ Route Guidance ▲ En-route Transit Information Travel Demand Management ▼

Traffic Control Hazardous Material Security and Incident Response ▲ Highway-Rail Intersection

Incident Management Disaster Response and Evacuation * Personalized Public Transit Emergency Notification and Personal Security ▲ Public Travel Security ▼

Emergency Vehicle Management Electronic Payment Services ▼

Archived Data Function Commercial Vehicle Electronic Clearance

Maintenance and Construction Operations * Automated Roadside Safety

Inspection ▼

On-board Safety and Security Monitoring *

Commercial Vehicle Administrative Process *

Freight Mobility * Longitudinal Collision Avoidance * Lateral Collision Avoidance * Intersection Collision Avoidance *

Vision Enhancement for Crash Avoidance *

Safety Readiness * Pre-Crash Restraint Deployment * Automated Vehicle Operation *

▲ = Moved up in priority from initial ranking in Regional ITS Architecture

▼ = Moved down in priority from initial ranking in Regional ITS Architecture

* = User Service not included in initial ranking in Regional ITS Architecture




3.5 PENNDOT DISTRICT 2-0 MARKET PACKAGES

3.5.1 MARKET PACKAGES

Market packages provide an accessible, deployment oriented perspective to the National ITS

Architecture. They are tailored to fit, separately or in combination, real world transportation problems and

needs. Market packages bring together one or more Equipment Packages that must work together to

deliver given transportation service as well as the Architecture Flows that connect them to other important

external systems. They identify the pieces of the Physical Architecture that are required to implement a

given transportation service. A typical market package contains subsystems, equipment packages,

architecture flows and supporting logical architecture elements.

Market packages are structured to segregate services that are likely to encounter technical or non-

technical challenges from lower risk services. This approach allows the identification of a subset of

Market Packages that are likely early deployments. Similarly, several Market Packages represent

advanced products or services that are not technically feasible at this time, but may be possible in the

future. Many market packages are designed to be incremental so more advanced packages can be

efficiently implemented by building on common elements deployed in earlier packages.

The complete list of Market Packages from the National ITS Architecture is identified in TABLE 3-6.

3.5.2 USER SERVICES AND MARKET PACKAGES

The Market Packages are derived from the User Services identified as high-, medium-, and low-priority in

the District 2-0 region. Frequently, a single Market Package will address more than one User Service.

Similarly, some User Services can only be fully addressed by employing several Market Packages.

There are also secondary relationships that exist between User Services and Market Packages. Some of

these secondary relationships involve direct technology interfaces while others are established by

function rather than technology. For example, emergency services or public safety agencies involved in

incident management often depend on the same traveler information outlets as the general public.

However, those emergency services providers could subscribe to a dynamic route guidance service

provided by a private sector company to improve incident response times. Therefore, by analogy,




implementation of any or all of the other ATIS Market Packages could create a relationship between the

Incident Management User Service and other ATIS Market Packages.

3.5.3 MARKET PACKAGE PRIORITIZATION

As with the User Services, the prioritization of Market Packages should be used as a general guide and

not a final plan. The exercise of prioritizing Market Packages brings structure to the planning process and

give focus to project selection and deployment. With this in mind, the Market Packages are grouped into

high, medium, and low priorities rather than a priority ranking for all applicable Market Packages.




TABLE 3-6: LIST OF MARKET PACKAGES

Archived Data Management (AD) ATMS12 Virtual TMC & Smart Probe Data AD1 ITS Data Mart ATMS13 Standard Railroad Grade Crossing

AD2 ITS Data Warehouse ATMS14 Advanced Railroad Grade Crossing

AD3 ITS Virtual Data Warehouse ATMS15 Railroad Operations Coordination Public Transportation (APTS) ATMS16 Parking Facility Management

APTS1 Transit Vehicle Tracking ATMS17 Regional Parking Management APTS2 Transit Fixed-Route Operations ATMS18 Reversible Lane Management APTS3 Demand Response Transit Ops ATMS19 Speed Monitoring

APTS4 Transit Passenger and Fare Management ATMS20 Drawbridge Management

APTS5 Transit Security ATMS21 Roadway Closure Management APTS6 Transit Maintenance Vehicle Safety (AVSS) APTS7 Multi-modal Coordination AVSS01 Vehicle Safety Monitoring APTS8 Transit Traveler Information AVSS02 Driver Safety Monitoring

Traveler Information (ATIS) AVSS03 Longitudinal Safety Warning ATIS1 Broadcast Traveler Information AVSS04 Lateral Safety Warning ATIS2 Interactive Traveler Information AVSS05 Intersection Safety Warning ATIS3 Autonomous Route Guidance AVSS06 Pre-Crash Restraint Deployment ATIS4 Dynamic Route Guidance AVSS07 Driver Visibility Improvement

ATIS5 ISP Based Route Guidance AVSS08 Advanced Vehicle Longitudinal Control

ATIS6 Integrated Transportation Management / Route Guidance AVSS09 Advanced Vehicle Lateral Control

ATIS7 Yellow Pages and Reservation AVSS10 Intersection Collision Avoidance ATIS8 Dynamic Ride Sharing AVSS11 Automated Highway System ATIS9 In-vehicle Signing Commercial Vehicle Operations (CVO)

Traffic Management (ATMS) CVO01 Fleet Administration ATMS01 Network Surveillance CVO02 Freight Administration ATMS02 Probe Surveillance CVO03 Electronic Clearance ATMS03 Surface Street Control CVO04 CV Administrative Processes ATMS04 Freeway Control CVO05 International Border Clearance ATMS05 HOV Lane Management CVO06 Weigh-in-Motion ATMS06 Traffic Information Dissemination CVO07 Roadside CVO Safety

ATMS07 Regional Traffic Control CVO08 On-Board CVO and Freight Safety & Security

ATMS08 Traffic Incident Management System CVO09 CVO Fleet Maintenance

ATMS09 Traffic Forecast and Demand CVO10 HAZMAT Management

ATMS10 Electronic Toll Collection CVO11 Roadside HAZMAT Security Detection and Mitigation

ATMS11 Emissions Monitoring and Management CVO12 CV Driver Security Authentication




TABLE 3-6 (CONTINUED): LIST OF MARKET PACKAGES

Commercial Vehicle Operations (continued) Maintenance & Construction Management (MC)

CVO13 Freight Assignment Tracking MC01 Maintenance and Construction Vehicle Equipment Tracking

Emergency Management (EM) MC02 Maintenance and Construction Vehicle Maintenance

EM01 Emergency Call-Taking and Dispatch MC03 Road Weather Data Collection

EM02 Emergency Routing MC04 Weather Information Processing and Distribution

EM03 MAYDAY Support MC05 Roadway Automated Treatment EM04 Roadway Service Patrols MC06 Winter Maintenance

EM05 Transportation Infrastructure Protection MC07 Roadway Maintenance and

Construction EM06 Wide Area Alert MC08 Work Zone Management EM07 Early Warning System MC09 Work Zone Safety Monitoring

EM08 Disaster Response and Recovery MC10 Maintenance and Construction Activity Coordination

EM09 Evacuation and Reentry Management

EM10 Disaster Traveler Information

Many of the Market Packages should be considered longer-term efforts because near-term deployment

may involve an unacceptable risk. Near-term deployment feasibility is considered in this analysis and

those packages that are not technically feasible in the near-term are ranked lower. Therefore, high,

medium, and low priority can be translated into near-term, medium-term, and long-term deployments.

In some cases an early opportunity to deploy a medium or long-term technology in the region, with

relative low risk, may present itself. Or, perhaps a technology may advance more quickly than was

originally anticipated in the development of the ITS Strategic Plan. Neither of these scenarios should

preclude implementation of medium or long-term technology before a near-term technology, if it was only

the technological risk that prevented it from being a near-term Market Package.

An initial draft at prioritizing the Market Packages based strictly on selection and prioritization of User

Services was performed. While this approach provided a direct link to the District 2-0 transportation

related problems and needs and accompanying User Services, it does not necessarily provide a realistic

outlook for actual deployments. The final prioritization of the Market Packages includes other, more

detailed analysis. TABLE 3-7 shows the initial prioritization of Market Packages based solely on the

selection and prioritization of User Services.




TABLE 3-7: INITIAL PRIORITIZATION OF MARKET PACKAGES

High Priority Market Packages AD1 ITS Data Mart ATMS12 Virtual TMC and Smart Probe Data AD2 ITS Data Warehouse ATMS18 Reversible Lane Management AD3 ITS Virtual Data Warehouse ATMS19 Speed Monitoring APTS5 Transit Security ATMS20 Drawbridge Management APTS7 Multi-modal Coordination ATMS21 Roadway Closure Management ATIS1 Broadcast Traveler Information CVO10 HAZMAT Management ATIS2 Interactive Traveler Information EM01 Emergency Call-Taking and Dispatch ATIS3 Autonomous Route Guidance EM02 Emergency Routing ATIS4 Dynamic Route Guidance EM03 MAYDAY Support ATIS5 ISP Based Route Guidance EM04 Roadway Service Patrols

ATIS6 Integrated Transportation Management / Route Guidance EM05 Transportation Infrastructure

Protection ATIS7 Yellow Pages and Reservation EM06 Wide Area Alert

ATIS9 In-vehicle Signing MC01 Maintenance and Construction Vehicle Equipment Tracking

ATMS01 Network Surveillance MC02 Maintenance and Construction Vehicle Maintenance

ATMS02 Probe Surveillance MC03 Road Weather Data Collection

ATMS03 Surface Street Control MC04 Weather Information Processing and Distribution

ATMS04 Freeway Control MC05 Roadway Automated Treatment ATMS05 HOV Lane Management MC06 Winter Maintenance

ATMS06 Traffic Information Dissemination MC07 Roadway Maintenance and Construction

ATMS07 Regional Traffic Control MC08 Work Zone Management ATMS08 Traffic Incident Management System MC09 Work Zone Safety Monitoring

ATMS09 Traffic Forecast and Demand MC10 Maintenance and Construction Activity Coordination

Medium Priority Market Packages

ATMS11 Emissions Monitoring and Management CVO11 Roadside HAZMAT Security

Detection and Mitigation APTS1 Transit Vehicle Tracking CVO12 CV Driver Security Authentication APTS2 Transit Fixed-Route Operations CVO13 Freight Assignment Tracking

APTS3 Demand Response Transit Operations EM07 Early Warning System

APTS4 Transit Passenger and Fare Management EM08 Disaster Response and Recovery

APTS6 Transit Maintenance EM09 Evacuation and Reentry Management APTS8 Transit Traveler Information EM10 Disaster Traveler Information




TABLE 3-7 (CONTINUED): INITIAL PRIORITIZATION OF MARKET PACKAGES

Low Priority Market Packages

ATIS8 Dynamic Ridesharing AVSS08 Advanced Vehicle Longitudinal Control

ATMS10 Electronic Toll Collection AVSS09 Advanced Vehicle Lateral Control ATMS13 Standard Railroad Grade Crossing AVSS10 Intersection Collision Avoidance ATMS14 Advanced Railroad Grade Crossing AVSS11 Automated Highway System ATMS15 Railroad Operations Coordination CVO01 Fleet Administration ATMS16 Parking Facility Management CVO02 Freight Administration ATMS17 Regional Parking Management CVO03 Electronic Clearance AVSS01 Vehicle Safety Monitoring CVO04 CV Administrative Processes AVSS02 Driver Safety Monitoring CVO05 International Border Clearance AVSS03 Longitudinal Safety Warning CVO06 Weigh-in-Motion AVSS04 Lateral Safety Warning CVO07 Roadside CVO Safety

AVSS05 Intersection Safety Warning CVO08 On-Board CVO and Freight Safety & Security

AVSS06 Pre-Crash Restraint Deployment CVO09 CVO Fleet Maintenance AVSS07 Driver Visibility Improvement

3.5.4 OTHER CONSIDERATIONS

Other considerations assess strengths, weaknesses, and opportunities in the screening, selection and

prioritization of the Market Packages such as:

Deployability,

Maturity of Technology

Opportunity, and

Rural Considerations/Applications.

3.5.4.1 DEPLOYABILITY, MATURITY OF TECHNOLOGY, AND OPPORTUNITY

An evaluation of Deployability, Maturity of Technology, and Opportunity was performed by the Project

Team. The results are shown in TABLE 3-8. A score of 1 (low) through 5 (high) was given to each of the

Market Packages. The scores are based on a combination of objective and subjective observations with

the transportation engineering discipline in general and the ITS field specifically. In addition, the National

ITS Architecture gives an analysis on Maturity of Technology that assisted in the assignment of scores.

Note that the initial prioritization is carried forward from TABLE 3-6 for relative comparison.

Deployability is the technical feasibility of the project. It is based on the ease of deployment, the

communications requirements, and the amount of success achieved in other jurisdictions. A score of five




indicates an easy deployment using available communications, and a score of one indicates a complex

system requiring significant infrastructure and communications.

Maturity of Technology indicates the extent of the technology associated with a Market Package is

commonly available and proven through real world deployments. It is based on a track record of success

and maturity of components that make it up. A score of five indicates it has been successfully deployed

many times and uses readily and widely available components. A score of one indicates an experimental

system with very little track record.

Opportunity is the ability of a Market Package to quickly address the transportation needs. It is in part

based on the stated needs of the District 2-0 region.




TABLE 3-8: MARKET PACKAGE EVALUATION SCORING

Market Package

Opp

ortu

nity

Mat

urity

of

Tech

nolo

gies

Dep

loya

bilit

y

Tota

l Sco

re

Initi

al

Prio

ritiz

atio

n

ATMS01 Network Surveillance 4 5 5 14 H ATMS03 Surface Street Control 4 5 5 14 H ATMS04 Freeway Control 4 5 4 13 H ATIS1 Broadcast Traveler Information 4 4 4 12 H ATMS06 Traffic Information Dissemination 5 4 3 12 H EM02 Emergency Routing 5 4 3 12 H MC03 Road Weather Data Collection 3 5 4 12 H AD1 ITS Data Mart 3 4 4 11 H ATIS2 Interactive Traveler Information 5 3 3 11 H ATIS3 Autonomous Route Guidance 3 4 4 11 H CVO06 Weigh-in-Motion 1 5 5 11 L APTS2 Transit Fixed-Route Operations 2 4 4 10 M APTS8 Transit Traveler Information 2 4 4 10 M ATIS7 Yellow Pages and Reservation 3 4 3 10 H ATMS08 Traffic Incident Management System 4 3 3 10 H ATMS21 Roadway Closure Management 5 2 3 10 H EM01 Emergency Call-Taking and Dispatch 3 4 3 10 H

MC04 Weather Information Processing and Distribution 4 2 4 10 H

AD2 ITS Data Warehouse 3 3 3 9 H AD3 ITS Virtual Data Warehouse 3 3 3 9 H APTS1 Transit Vehicle Tracking 2 4 3 9 M

APTS4 Transit Passenger and Fare Management 2 4 3 9 M

APTS5 Transit Security 3 3 3 9 H ATIS4 Dynamic Route Guidance 3 3 3 9 H ATMS07 Regional Traffic Control 3 3 3 9 H ATMS09 Traffic Forecast and Demand 3 3 3 9 H ATMS12 Virtual TMC and Smart Probe Data 4 2 3 9 H ATMS13 Standard Railroad Grade Crossing 1 4 4 9 L ATMS19 Speed Monitoring 4 2 3 9 H CVO01 Fleet Administration 1 4 4 9 L CVO02 Freight Administration 1 5 3 9 L EM03 MAYDAY Support 3 3 3 9 H MC05 Roadway Automated Treatment 3 2 4 9 H MC06 Winter Maintenance 3 2 4 9 H

MC07 Roadway Maintenance and Construction 3 2 4 9 H




TABLE 3-8 (CONTINUED): MARKET PACKAGE EVALUATION SCORING

Market Package

Opp

ortu

nity

Mat

urity

of

Tech

nolo

gies

Dep

loya

bilit

y

Tota

l Sco

re

Initi

al

Prio

ritiz

atio

n

MC08 Work Zone Management 3 2 4 9 H MC09 Work Zone Safety Monitoring 3 2 4 9 H APTS6 Transit Maintenance 2 3 3 8 M APTS7 Multi-modal Coordination 3 2 3 8 H ATIS5 ISP Based Route Guidance 4 2 2 8 H

ATIS6 Integrated Transportation Management / Route Guidance 4 2 2 8 H

ATMS02 Probe Surveillance 3 3 2 8 H ATMS18 Reversible Lane Management 3 4 1 8 H AVSS11 Automated Highway System 1 3 4 8 L CVO03 Electronic Clearance 1 4 3 8 L

EM05 Transportation Infrastructure Protection 3 2 3 8 H

EM06 Wide Area Alert 3 2 3 8 H

MC01 Maintenance and Construction Vehicle Equipment Tracking 3 2 3 8 H

MC02 Maintenance and Construction Vehicle Maintenance 3 2 3 8 H

MC10 Maintenance and Construction Activity Coordination 3 2 3 8 H

APTS3 Demand Response Transit Operations 2 3 2 7 M

ATIS9 In Vehicle Signing 3 3 1 7 H ATMS05 HOV Lane Management 3 3 1 7 H AVSS01 Vehicle Safety Monitoring 1 5 1 7 L CVO04 CV Administrative Processes 1 3 3 7 L CVO09 CVO Fleet Maintenance 1 3 3 7 L CVO10 HAZMAT Management 3 2 2 7 H EM04 Roadway Service Patrols 3 2 2 7 H ATIS8 Dynamic Ridesharing 1 3 2 6 L ATMS10 Electronic Toll Collection 1 4 1 6 L

ATMS11 Emissions Monitoring and Management 2 2 2 6 M

ATMS14 Advanced Railroad Grade Crossing 1 2 3 6 L ATMS16 Parking Facility Management 1 3 2 6 L ATMS20 Drawbridge Management 3 2 1 6 H AVSS03 Longitudinal Safety Warning 1 4 1 6 L AVSS04 Lateral Safety Warning 1 4 1 6 L




TABLE 3-8 (CONTINUED): MARKET PACKAGE EVALUATION SCORING

Market Package

Opp

ortu

nity

Mat

urity

of

Tech

nolo

gies

Dep

loya

bilit

y

Tota

l Sco

re

Initi

al

Prio

ritiz

atio

n

AVSS06 Pre-Crash Restraint Deployment 1 4 1 6 L CVO07 Roadside CVO Safety 1 3 2 6 L

CVO11 Roadside HAZMAT Security Detection and Mitigation 2 2 2 6 M

CVO12 CV Driver Security Authentication 2 2 2 6 M CVO13 Freight Assignment Tracking 2 2 2 6 M EM07 Early Warning System 2 2 2 6 M EM08 Disaster Response and Recovery 2 2 2 6 M EM09 Evacuation and Reentry Management 2 2 2 6 M EM10 Disaster Traveler Information 2 2 2 6 M ATMS15 Railroad Operations Coordination 1 2 2 5 L ATMS17 Regional Parking Management 1 2 2 5 L AVS07 Driver Visibility Improvement 1 2 2 5 L

CVO08 On-Board CVO and Freight Safety & Security 1 2 2 5 L

CVO05 International Border Clearance 1 3 0 4 L AVSS02 Driver Safety Monitoring 1 1 1 3 L AVSS05 Intersection Safety Warning 1 1 1 3 L

AVSS08 Advanced Vehicle Longitudinal Control 1 1 1 3 L

AVSS09 Advanced Vehicle Lateral Control 1 1 1 3 L AVSS10 Intersection Collision Avoidance 1 1 1 3 L

3.5.4.2 RURAL CONSIDERATIONS/APPLICATIONS

In general, the needs of rural Stakeholders are not substantially different from the needs of urban

stakeholders. However, different needs assume different priorities in the rural environment. The

geography of rural areas also poses specific deployment challenges due to the variability of terrain and

the large distances involved. The rural nature of the District 2-0 region warrants mention of Rural ITS

concepts and applications.

TABLE 3-9 lists 16 Market Packages that should be widely deployable in rural situations. They are

suitable to the infrastructure and communications resources in rural areas, and they directly address

many common rural transportation needs.




The “highly applicable” rating does not suggest that they should be high priorities in the District 2-0

region, but it does provide some guidance to which Market Packages may be more effectively deployed.

The applicability will be considered as a factor during the final prioritization.

TABLE 3-9: MARKET PACKAGES HIGHWAY APPLICABLE TO RURAL DEVELOPMENT TRACKS

Market Package Initial Prioritization

APTS1 Transit Vehicle Tracking M APTS2 Transit Fixed-Route Operations M APTS3 Demand Response Transit Operations M APTS8 Transit Traveler Information M ATIS3 Autonomous Route Guidance H ATIS7 Yellow Pages and Reservation H ATIS9 In Vehicle Signing H ATMS12 Virtual TMC and Smart Probe Data H ATMS13 Standard Railroad Grade Crossing L ATMS14 Advanced Railroad Grade Crossing L ATMS15 Railroad Operations Coordination L AVSS02 Driver Safety Monitoring L EM01 Emergency Call-Taking and Dispatch H EM03 Mayday Support H MC03 Road Weather Data Collection H MC04 Road Weather Information Processing and Distribution H

3.5.5 FINAL MARKET PACKAGE PRIORITY

Using TABLE 3-8, the Market Packages have been placed into High, Medium and Low priority

categories. Based solely on TABLE 3-8, the Market Packages scoring ten (10) and above are rated High

Priority; the Market Packages scoring seven (7) through nine (9) inclusively are rated Medium Priority;

and the Market Packages scoring six (6) and lower are rated Low Priority. The other factors in this

section were also used, particularly the mapping to User Services in order to establish a Market Package

priority that balanced District 2-0 needs with realistic expectations for deployment.

The grouping of Market Packages in TABLE 3-10 is the final prioritization of Market Packages. If a

Market Package’s priority has changed between TABLE 3-7 (initial prioritization) and TABLE 3-10 (final

prioritization), the initial priority is shown in parentheses beside it.




TABLE 3-10: FINAL PRIORITIZATION OF MARKET PACKAGES

High Priority Market Packages ATMS01 Network Surveillance ATIS3 Autonomous Route Guidance ATMS03 Surface Street Control CVO06 Weigh-in-Motion (L) ATMS04 Freeway Control APTS2 Transit Fixed-Route Operations (M) ATIS1 Broadcast Traveler Information APTS8 Transit Traveler Information (M) ATMS06 Traffic Information Dissemination ATIS7 Yellow Pages and Reservation EM02 Emergency Routing ATMS08 Traffic Incident Management System MC03 Road Weather Data Collection ATMS21 Roadway Closure Management AD1 ITS Data Mart EM01 Emergency Call-Taking and Dispatch

ATIS2 Interactive Traveler Information MC04 Weather Information Processing and Distribution

Medium Priority Market Packages AD2 ITS Data Warehouse (H) APTS7 Multi-modal Coordination (H) AD3 ITS Virtual Data Warehouse (H) ATIS5 ISP Based Route Guidance (H)

APTS1 Transit Vehicle Tracking ATIS6 Integrated Transportation Management / Route Guidance (H)

APTS4 Transit Passenger and Fare Management ATMS02 Probe Surveillance (H)

APTS5 Transit Security (H) ATMS18 Reversible Lane Management (H) ATIS4 Dynamic Route Guidance (H) AVSS11 Automated Highway System (L) ATMS07 Regional Traffic Control (H) CVO03 Electronic Clearance (L)

ATMS09 Traffic Forecast and Demand (H) EM05 Transportation Infrastructure Protection (H)

ATMS12 Virtual TMC and Smart Probe Data (H) EM06 Wide Area Alert (H)

ATMS13 Standard Railroad Grade Crossing (L) MC01 Maintenance and Construction Vehicle Equipment Tracking (H)

ATMS19 Speed Monitoring (H) MC02 Maintenance and Construction Vehicle Maintenance (H)

CVO01 Fleet Administration (L) MC10 Maintenance and Construction Activity Coordination (H)

CVO02 Freight Administration (L) APTS3 Demand Response Transit Operations

EM03 MAYDAY Support (H) ATIS9 In-vehicle Signing (L) MC05 Roadway Automated Treatment (H) ATMS05 HOV Lane Management (H) MC06 Winter Maintenance (H) AVSS01 Vehicle Safety Monitoring (L)

MC07 Roadway Maintenance and Construction (H) CVO04 CV Administrative Processes (L)

MC08 Work Zone Management (H) CVO09 CVO Fleet Maintenance (L) MC09 Work Zone Safety Monitoring (H) CVO10 HAZMAT Management (H) APTS6 Transit Maintenance EM04 Roadway Service Patrols (H)




TABLE 3-10 (CONTINUED): FINAL PRIORITIZATION OF MARKET PACKAGES

Low Priority Market Packages ATIS8 Dynamic Ridesharing EM07 Early Warning System (M) ATMS10 Electronic Toll Collection EM08 Disaster Response and Recovery (M)

ATMS11 Emissions Monitoring and Management (M) EM09 Evacuation and Reentry Management

(M) ATMS14 Advanced Railroad Grade Crossing EM10 Disaster Traveler Information (M) ATMS16 Parking Facility Management ATMS15 Railroad Operations Coordination ATMS20 Drawbridge Management (H) ATMS17 Regional Parking Management AVSS03 Longitudinal Safety Warning AVS07 Driver Visibility Improvement

AVSS04 Lateral Safety Warning CVO08 On-Board CVO and Freight Safety & Security

AVSS06 Pre-Crash Restraint Deployment CVO05 International Border Clearance CVO07 Roadside CVO Safety AVSS02 Driver Safety Monitoring

CVO11 Roadside HAZMAT Security Detection and Mitigation (M) AVSS05 Intersection Safety Warning

CVO12 CV Driver Security Authentication (M) AVSS08 Advanced Vehicle Longitudinal Warning

CVO13 Freight Assignment Tracking (M) AVSS09 Advanced Vehicle Lateral Warning AVSS10 Intersection Collision Avoidance

3.6 STRATEGIC FUNCTIONAL AREAS

A set of strategic functional areas was defined within the PENNDOT Engineering District 2-0 ITS Strategic

Plan to support and provide detail to the vision. The functional areas are intended to reflect a general

area of emphasis for deployment of ITS technologies that address specific transportation-related needs

and opportunities. The functional areas are useful tools for translating User Needs, User Services, and

Market Packages into a clear and logical plan for ITS deployment. The five strategic functional areas

identified in the District 2-0 region are:

Roadway Traveler Information,

Traffic Management and Safety,

Transit Accessibility and Safety,

Maintenance and Construction Activities, and

System Integration and Coordination.

These strategic functional areas were developed through an assessment of the applicable ITS Market

Packages. TABLE 3-11 demonstrates the relationship between the applicable market packages and the




five strategic functional areas. A brief description of the ITS strategic functional area for the PENNDOT

District 2-0 region is provided below.

3.6.1 ROADWAY TRAVELER INFORMATION

The most frequently mentioned transportation need in the District 2-0 region was for improved, real-time

information about roadway conditions including incidents, weather conditions, maintenance and

construction activities, and current traffic levels. ITS applications in this area are designed to respond to

the following objectives identified in Section 3.3.2:

Expand existing systems and policies and implement new technologies and policies that pledge

timely dissemination of traffic and weather conditions to the region;

Inform travelers about travel delays from recurrent congestion, special events, incidents, weather

problems, or other emergencies;

Consider the needs of commercial vehicle operators when disseminating traveler information; and

Improve the ability of transportation agencies to warn travelers of potentially difficult roadway

conditions.

By identifying problem areas and notifying travelers in advance, the ITS strategies in this functional area

can produce benefits by reducing traveler delays and congestion; reducing crashes, injuries and property

damage; reducing traveler frustration; improving the visitors’ experiences within the District 2-0 region;

increasing the efficiency of the transportation system; and minimizing environmental impacts of the

transportation system.

A primary function for this functional area is to improve data gathering activities. This can be

accomplished by increasing the number of CCTV cameras deployed in the region. Dissemination can be

improved through the expanded coverage or enhancement of new DMS, HAR sites, and both telephone-

and Internet-based information systems.

Effective application of ITS strategies to improve traveler information will require a commitment to

information processing on part of District 2-0. It will also depend on the active participation of the private

sector businesses that provide the food or lodging to visitors. These businesses can enhance information

dissemination by working with the public sector agencies to develop ways to pass along information to

travelers. This might be as simple as word-of-mouth, or as advanced as interactive kiosks at key

locations. There may also be opportunities for public/private partnerships to foster private funding of

dissemination methods such as DMS or HAR at activity centers.




TABLE 3-11: FUNCTIONAL AREA / ITS MARKET PACKAGE RELATIONSHIP

Market Package

Roa

dway

Tra

vele

r In

form

atio

n

Traf

fic M

anag

emen

t an

d Sa

fety

Tran

sit A

cces

sibi

lity

and

Ser

vice

Mai

nten

ance

and

C

onst

ruct

ion

Act

iviti

es

Syst

em In

tegr

atio

n an

d M

anag

emen

t

Archived Data Management AD1 ITS Data Mart ■ AD2 ITS Data Warehouse ■ AD3 ITS Virtual Data Warehouse ■

Public Transportation APTS1 Transit Vehicle Tracking ■ APTS2 Transit Fixed-Route Operations ■ APTS3 Demand Response Transit Operations ■ APTS4 Transit Passenger and Fare Management □ ■ □ APTS5 Transit Security ■ □ APTS6 Transit Maintenance ■ APTS7 Multi-Modal Coordination □ ■ APTS8 Transit Traveler Information ■ □

Traveler Information ATIS1 Broadcast Traveler Information ■ □ ATIS2 Interactive Traveler Information ■ □ □ ATIS5 ISP Based Route Guidance ■ □ ATIS8 Dynamic Ridesharing ■ □ □

Traffic Management ATMS01 Network Surveillance ■ □ ATMS02 Probe Surveillance ■ ATMS03 Surface Street Control ■ □ ATMS04 Freeway Control ■ □ ATMS06 Traffic Information Dissemination □ ■ □ ATMS07 Regional Traffic Control ■ ATMS08 Traffic Incident Management System ■ □ ATMS09 Traffic Forecast and Demand

Management ■

ATMS10 Electronic Toll Collection ■ □ ATMS12 Virtual TMC and Smart Probe Data □ ■ □ ATMS13 Standard Railroad Grade Crossing ■ ATMS14 Advanced Railroad Grade Crossing ■ ATMS15 Railroad Operations Coordination ■ ATMS16 Parking Facility Management ■ □ ATMS19 Speed Monitoring ■ □ ATMS21 Roadway Closure Management ■ □ ■ – Primary Function □ – Secondary Function




TABLE 3-11 (CONTINUED): FUNCTIONAL AREA / ITS MARKET PACKAGE RELATIONSHIP

Market Package

Roa

dway

Tra

vele

r In

form

atio

n

Traf

fic M

anag

emen

t an

d Sa

fety

Tran

sit A

cces

sibi

lity

and

Ser

vice

Mai

nten

ance

and

C

onst

ruct

ion

Act

iviti

es

Syst

em In

tegr

atio

n an

d M

anag

emen

t

Vehicle Safety AVSS05 Intersection Safety Warning ■ AVSS10 Intersection Collision Avoidance ■ AVSS11 Automated Highway System ■

Commercial Vehicle Operations CVO03 Electronic Clearance ■ □ CVO06 Weigh-In-Motion ■ □ CVO07 Roadside CVO Safety ■ CVO08 On-board CVO / Freight Safety & Security ■ □ CVO10 HAZMAT Management ■ □ CVO11 Roadside HAZMAT Detection & Mitigation ■ □ CVO12 CV Driver Security Authentication ■ □

Emergency Management EM01 Emergency Call-Taking and Dispatch □ ■ EM02 Emergency Routing □ ■ EM03 MAYDAY Support □ ■ EM04 Roadway Service Patrols □ ■ EM05 Transportation Infrastructure Protection □ ■ EM06 Wide-Area Alert □ □ ■ EM07 Early Warning System □ ■ EM08 Disaster Response and Recovery □ ■ EM09 Evacuation and Reentry Management □ □ ■ EM10 Disaster Traveler Information □ ■

Maintenance and Construction Management MC01 Maintenance and Construction Vehicle

and Equipment Tracking ■

MC02 Maintenance and Construction Vehicle Maintenance

■

MC03 Road Weather Data Collection □ ■ MC04 Weather Information Processing and

Distribution □ □ ■

MC05 Roadway Automated Treatment □ ■ MC06 Winter Maintenance ■ MC07 Roadway Maintenance and Construction □ ■ MC08 Work Zone Management □ □ ■ MC09 Work Zone Safety Monitoring □ ■ MC10 Maintenance and Const. Activity Coord □ ■ ■ – Primary Function □ – Secondary Function




3.6.2 TRAFFIC MANAGEMENT AND SAFETY

Congestion patterns during typical peak periods are primarily limited to the urbanized area of the District

2-0 region including State College and St. Mary’s. Special events, such as football games in State

College, also contribute to congestion patterns in the region. Congestion during the peak periods can be

further impacted by crashes or bad weather conditions. ITS applications in this area are designed to

respond to the following objectives identified in Section 3.3.2:

Develop ITS applications that will directly improve safety for travelers;

Reduce the number and severity of crashes related to congestion, roadway incident or other

conditions affecting the roadway;

Provide safe opportunities for walking and the use of bicycles;

Upgrade existing traffic signal systems;

Enable cross-jurisdictional coordination;

Enhance traffic monitoring capabilities to collect and verify information on roadway conditions and

vehicle flows;

Facilitate traffic flow to and minimize traffic impacts of special events; and

Participate with neighboring and other rural regions and states to develop common solutions and

systems.

There are a number of ITS applications that could be effective in reducing delays and improving safety.

Traffic flow monitoring stations can help reduce the time needed to respond to congested conditions or

reduce the amount of time that traffic control is needed. Improved signal coordination and better vehicle

detection at demand-actuated signals can improve traffic flow and reduce delays.

Increased traffic monitoring is also a key in providing travelers with better information about traffic and

roadway conditions. While supporting traffic management strategies, the information can also help

travelers make alternative travel arrangements (thereby avoiding or not contributing to congestion) or

drive more safely if alternative arrangements cannot be made.

ITS strategies may also be deployed to directly improve safety on the region’s roadways. Systems that

combine speed detection and electronic signs can be used to warn drivers about excessive speeds on

curves and grades. Improved signals or warning devices at pedestrian crossings can increase pedestrian

safety by detecting when the crossing is in use and providing proper warning to drivers.




3.6.3 TRANSIT ACCESSIBILITY AND SERVICE

Significant attention has been directed to ways to increase transit service and improve accessibility of

transit services to the residents of the District 2-0 region by the three transit agencies. ITS applications in

this area are designed to respond to the following objectives identified in Section 3.3.2:

Enhance existing transit operations, including connections between systems;

Encourage shift from automobile to transit;

Identify and implement transit ITS technologies that will provide operational efficiencies; and

Increase awareness about travel options available including transit, bicycling, walking, and other

non-motorized forms of transport.

Key objectives for enhancing transit service in the District 2-0 region include: (1) expanding service; (2)

providing for seamless operation between services; and (3) increasing public awareness about available

travel options. In many cases, non-ITS strategies are critical to achieving these objectives. However, ITS

applications do offer opportunities to improve the efficiency of transit service, and enhance the

information offered to residents and visitors about these services. Automated fare collection equipment

can reduce dwell time at stops, improve the information collected on fare payment, and improve the ease

of using transit service. These systems could be designed to accept various payment options including

ATM cards or hotel room card keys (with fares charged to the hotel bill). Systems that monitor the

mechanical systems of the vehicles can reduce maintenance costs by alerting operators to the need for

maintenance before costly repairs are needed. AVL systems can help the operators track the location of

vehicles and improve scheduling over time. When integrated with roadway information, AVL can provide

some opportunities for dynamic routing of vehicles to avoid congestion, incidents, or road closures.

Computer aided-reservation systems can also improve the operation of demand-responsive services.

Coordinated transit services can provide ITS-enhanced transit services using AVL, dynamic dispatching

and computer-aided trip reservation systems. ITS can also offer strategies to provide better coordination

between services allowing better transfer opportunities or to coordinate with special event timing at key

attractions.

3.6.4 MAINTENANCE AND CONSTRUCTION ACTIVITIES

Maintenance of the region’s roadways is one of the most important transportation functions in the District

2-0 region. Improving the efficiency, effectiveness and safety with which PENNDOT, county and




municipalities are able to clear snow in the winter, repair and repave roadways in the late spring, summer

and early fall, and in other ways maintain the region’s roadways has been repeatedly raised as a high

priority for ITS technologies. ITS applications in this area are designed to respond to the following

objectives identified in Section 3.3.2:

Implement ITS technologies that will improve safety for maintenance and construction activities;

Improve construction zone operations;

Utilize technology to improve maintenance activities and coordination; and

Deploy traffic, weather and pavement monitoring technologies to provide accurate, timely

information to the National Weather Service, transportation managers and users.

ITS applications can improve the precision with which maintenance crews and vehicles are dispatched,

and increase the effectiveness of the maintenance they provide. The primary benefits of a package of

ITS strategies focused on maintenance would be reduced maintenance costs, reduced traffic delay due to

maintenance, reduced incidents due to roadway conditions or maintenance activities, and reduced

environmental impacts from more efficient use of anti-icing and de-icing chemicals.

AVL systems that track maintenance vehicles in real time can lead to better optimization of crew and

vehicle deployment, especially during de-icing and snow removal applications in the winter. ITS

equipment can be used to carefully monitor weather conditions and roadway temperatures, thereby

improving the effectiveness of winter maintenance activities by more precisely responding to roadway

icing or snow. By applying anti-icing as a preventive measure, roadway closure may be avoided or the

amount of de-icing chemicals needed may be reduced. Similarly, by using weather monitoring and

forecasting information on a dynamic basis the deployment of snowplowing and sanding equipment can

be optimized.

Safety is a significant concern in almost all kinds of roadway maintenance. Traffic management around

work zones and traveler information about maintenance activities are both essential to protecting work

crews and the traveling public. Changeable or dynamic roadway signing can alert drivers to the presence

of work zones or snowplowing operations ahead and allow changes in the message as conditions or

traffic management changes. These systems can also reduce congestion by directing motorists to

alternative routes or by notifying operators of excessive queues and the need to discharge traffic.

Advanced vehicle control systems may be used to enhance both the efficiency and safety of various

maintenance and construction activities. Sensors in the roadway and vehicle can be used to help guide




vehicles, such as snowplows, when roadway edges are otherwise difficult to identify. Remote controlled

equipment can be used in dangerous conditions such as along steep slopes.

3.6.5 SYSTEM INTEGRATION AND MANAGEMENT

Transportation system management in the District 2-0 region is provided by numerous organizations.

Because PENNDOT, nine counties, three transit operators, and numerous municipalities serve the area;

there is a need for coordination of management actions across these organizations. ITS applications in

this area are designed to respond to the following objectives identified in Section 3.3.2:

Improve complex incident management approaches;

Upgrade communications systems to improve information sharing; and

Deploy technology-based solutions to improve coordination and connectivity between systems.

Initially, this functional area would include a set of technologies and strategies to improve

communications within and between transportation, law enforcement and emergency response agencies

in the region. The strategies would include improvements in radio and cellular telephone capabilities to

facilitate emergency response as well as improvements to other more routine management of

transportation functions and traffic flows. Ultimately, the functional area could include a centralized

Transportation Management Center that could house staff from PENNDOT and law enforcement

agencies. The central TMC might also include the region’s transit operators, providing the opportunity to

coordinate transit service and traffic management particularly for special events.

3.7 ITS PROJECT CONCEPTS

The next step in the project development process was the identification of ITS project concepts for each

of the strategic focus areas. This step represented a transition from a needs or functional perspective to

more of an implementation perspective. The intent of this step was to provide a more “real world” view of

how ITS may be implemented within the District 2-0 region.

For each functional area, project concepts were developed from the following sources:

Current transportation improvement plans (TIPs) and programs;

Input from Steering Committee Members;




Input from Stakeholder Workshop #1; and

Team members’ knowledge of both existing and emerging technologies.

The information from these sources was combined to develop an initial listing of project ideas and

concepts to meet the ITS needs of the District 2-0 region.

The recommended project concepts from each functional area are provided in TABLE 3-12 through

TABLE 3-16. It is important to recognize that many of these project concepts may address multiple

functional areas but are listed only under the primary functional area. The entry for each project concept

includes a brief description, a listing of functional areas addressed, and a listing of related market

packages. This information is intended to help facilitate the traceability between these project concepts

and the underlying needs of the region.

Each project concept has been given a unique identification code. The first part of the code reflects the

primary functional area that the project concept addresses. The second component of the identification

code is simply the number assigned to each concept within each functional grouping. The following

tables do not reflect any form of prioritization of the project concepts.




TABLE 3-12: RECOMMENDED ROADWAY TRAVELER INFORMATION ITS PROJECT CONCEPTS

Project ID Description

Secondary Functional

Area Related Market

Package(s) Supported ITS Goals

R1-01

En-route Traveler Information Phase I – Deploy traveler information devices (e.g., DMS, HAR) at key locations and junctions. Potential locations include:

PA 26 in Centre Count (Pleasant Gap and State College)

I-80 in Centre County (Exit 158);

I-80 in Clinton County (Exits 173 & 178);

Traffic Management and Safety; Maintenance and Construction Activities

Traffic Information Dissemination; Freeway Control; Regional Traffic Control; Traffic Incident Management System; Roadway Maintenance and Construction; Work Zone Management

#1, #2, #3, and #6

R1-02

Pre-trip Traveler Information System– Develop agency-operated and telephone-based pre-trip information services. Key is keeping information up-to-date and accurate. Create internet map that shows closures and detour routes. Possibly add “web cam” pictures. Create local “511” traveler and tourism information system.


Broadcast Traveler Information; Traffic Information Dissemination; Traffic Incident Management System, Roadway Maintenance and Construction; Work Zone Management

#2, #6, #9, and #11

R1-03

Portable Surveillance and Delay Advisory System – Develop a portable surveillance and delay advisory system for use in rural congestion zones such as work zones and seasonal attractions / special events. VMS, HAR, and kiosks may be used to transmit information to travelers.


Broadcast Traveler Information; Traffic Information Dissemination; Traffic Incident Management System; Roadway Maintenance and Construction; Work Zone Management

#1, #2, #3, and #6




TABLE 3-13: RECOMMENDED ROADWAY TRAFFIC MANAGEMENT ITS PROJECT CONCEPTS



Area Related Market


TM-01

Traffic Monitoring Phase I – Deploy traffic monitoring devices (e.g. CCTV cameras) at key locations and junctions. Potential locations include:

PA 26 in Centre County (Pleasant Gap, Rockview, and State College);

I-80 in Centre County (Exit 158);

I-80 in Clinton County (Exits 173 & 178);

I-99 in Centre County (Bellefonte Exit).

Roadway Traveler Information; Maintenance and Construction Activities

Network Surveillance; Probe Surveillance

#1 and #6

TM-02

Planning and Research Data Services – Enhance planning and research data gathering and sharing capabilities. Coordinate with traffic monitoring activities to store and process data. Develop procedures for sharing of data between PENNDOT, Penn State University, and other agencies.

System Integration and Coordination

Network Surveillance; Probe Surveillance; ITS Data Mart, ITS Data Warehouse

#4, #7, #11, and #12

TM-03

Park Avenue Closed-loop Signal System – Upgrade the traffic signal system and operation along Park Avenue (coordination, traffic responsive operation).


Surface Street Control #2, #5, and #7

TM-04

Lewistown Closed-loop Signal System – Upgrade the traffic signal system and operation in Lewistown (coordination, traffic responsive operation).



TM-05

St. Mary’s Closed-loop Signal System – Upgrade the traffic signal system and operation in St. Mary’s (coordination, traffic responsive operation).



TM-06

Phillipsburg Closed-loop Signal System – Upgrade the traffic signal system and operation in Phillipsburg Avenue (coordination, traffic responsive operation).



TM-07

Technology Assisted Speed Enforcement – Develop technology assisted speed enforcement along I-80.

Speed Monitoring #1




TABLE 3-13 (CONTINUED): RECOMMENDED ROADWAY TRAFFIC MANAGEMENT ITS PROJECT CONCEPTS



Area Related Market


TM-08

Automated Route Diversion – Expand current static CD-ROM to include real-time dynamic route diversion for I-80 and I-99.

Roadway Traveler Information; System Integration and Coordination

ITS Data Mart; ITS Data Warehouse; Traffic Incident Management System; ISP-Based Route Guidance

#1, #2, #3, and #6,

TM-09

Event Management Plan for Penn State University – Develop an event management plan for Penn State University area, which identifies technologies that may serve the transportation system.

Roadway Traveler Information; System Integration and Coordination

ITS Data Mart; ITS Data Warehouse; Broadcast Traveler Information; ISP Based Route Guidance; Traffic Incident Management System

#6, #8, #9, and #10

TM-10

Pedestrian Safety Systems (State College) – Install advanced pedestrian safety systems at key locations within State College. A pedestrian crash history analysis could aid location selection.

Surface Street Control #1 and #10

TM-11

Intersection Collision Avoidance System –Identify intersections where the deployment of a collision avoidance system would enhance safety. The intersection of Route 150 and Route 26 has been identified as a candidate for deployment.

Intersection Safety Warning; Intersection Collision Avoidance

#1




TABLE 3-14: RECOMMENDED TRANSIT ACCESSIBILITY & SERVICE ITS PROJECT CONCEPTS



Area Related Market

Package(s) SupportedITS Goals

TR-01

CATA Automated Vehicle Location (AVL) System – Implement AVL system to effectively plan routes and fleet service functions. It is the building block of advanced transit technologies.

Maintenance and Construction; System Integration and Management

Transit Vehicle Tracking; Transit Maintenance

#2, #3, #6, #8, #9, and #10

TR-02

Computer Aided Reservation, Scheduling, and Dispatch (CARSD) - Implement system for demand-responsive transit services with the capability to manage multiple functions under one system. It will improve efficiency and reduce fleet operating costs.

Roadway Traveler Information; System Integration and Management

Demand Response Transit Operation; Multi-modal Coordination; Transit Traveler Information

#2, #3, #4, #6, #9, and #10

TR-03

ATA Fleet Maintenance – Implement advanced fleet maintenance system to reduce operating and maintenance costs of the ATA fleet.

Maintenance and Construction

Transit Maintenance #5

TR-04

State College Multi-modal Facility – Construct a new facility in State College to enhance transit service in the region by providing an multi-modal connection for travelers and visitors. ITS systems such as kiosk and Bus Stop VMS would enhance such a facility.


Transit Fixed-Route Operations; Demand Response Transit Operations; Transit Passenger and Fare Management; Transit Security; Multi-modal Coordination

#3, #4, #5, #8, #9, and #10

TR-05

ATA Transit Traveler Information – Implement technologies to disseminate pre-trip travel planning information such as route and schedule information via:

• Interactive Voice Responsive (IVR) Telephone

• Internet CARSD


Transit Traveler Information

#2, #3, #4, #6, #9, and #10

TR-06

CATA Transit Traveler Information – Implement system to provide pre-trip (routes and schedules) and en-route (next bus arrival times) traveler information through:

• Kiosks; • Internet; and • Bus Stop VMS.


Transit Traveler Information

#2, #3, #4, #6, #9, and #10

TR-07

Regional Fare Card – Implement region-wide Smart Card system to support transit fare payment and regional transit connections.

System Integration and Management

Transit Passenger and Fare Management

#9




TABLE 3-15: RECOMMENDED MAINTENANCE AND CONSTRUCTION ITS PROJECT CONCEPTS



Area Related Market


MT-01

Weather Forecasting Software – Develop RWIS forecasting software. Note: This effort should be coordinated with the PENNDOT Bureau of Maintenance and Operations.

Traffic Management and Safety

Probe Surveillance; Road Weather Collection; Weather Information Processing and Distribution; Broadcast Traveler Information

#1 and #6

MT-02

Integrated Roadway Weather Information Systems – Integrate HAR and DMS with existing RWIS. As part of integration, add road surface temperature to DMS messages. Note: This effort should be coordinated with the PENNDOT Bureau of Maintenance and Operations.


Weather Information Processing and Distribution

#1, #5, and #6

MT-03

Smart Work Zones – Implement smart work zone systems for roadway maintenance and construction sites. Applications include: different lighting systems for night-time work, and work zone intrusion detection systems that alert workers when a vehicle enters the work zone.

Traffic Management and Safety; Roadway Traveler Information

Broadcast Traveler Information; Traffic Information Dissemination; Traffic Incident Management System; Roadway Maintenance and Construction; Work Zone Management

#1 and #6

MT-04

Animal Vehicle Crash Mitigation Systems – Develop crash mitigation systems throughout the region. Locations can be selected in partnership with the Pennsylvania Game Commission.


Intersection Collision Avoidance #1

MT-05

Fog Mitigation System – Develop system to measure visibility and respond based on measurement. Street lights and airport landing lights may be activated when visibility falls below 450 feet.


Probe Surveillance; Road Weather Collection; Weather Information Processing and Distribution; Broadcast Traveler Information

#1

MT-06

Automated Maintenance Vehicle Guidance System – Implement maintenance vehicle (snow plow) vehicle guidance systems. This will involve sensors to detection position of vehicle relative to roadway and to control vehicle.

Advanced Vehicle Control; Maintenance Vehicle Fleet

#5




TABLE 3-16: RECOMMENDED INTEGRATION AND COORDINATION ITS PROJECT CONCEPTS



Area Related Market


IC-01

District 2-0 Traffic Management Center– Complete a permanent TMC in the District 2-0 office building as a central control for ITS field devices and assist in incident management.

Roadway Traveler Information; Maintenance and Construction Activities

Broadcast Traveler Information; Traffic Information Dissemination; Freeway Control; Surface Street Control; Traffic IM System; Roadway Maintenance and Construction; Work Zone Management

#1, #3, #6, #7, #8, #9, and #10

IC-02

Regional Traffic Management Center – Develop region-wide TMC in the State College area to coordinate all traffic information and data gathering systems. The regional TMC may co-locate PENNDOT, Centre County 911, and the Pennsylvania State Police.

Roadway Traveler Information; Traffic Management and Safety; Transit Accessibility and Service; Maintenance and Construction Activity

Regional Traffic Control; ITS Data Mart; ITS Data Warehouse; Broadcast Traveler Information; Network Surveillance; Freeway Control; Regional Traffic Control; Traffic IM System; Emergency Call Taking & Dispatch; Emergency Routing

#1, #3, #6, #7, #8, #9, #10 and

#11

IC-03

Operations Centers Links – Once the PENNDOT TMC in Clearfield is completed and fully operational, high-speed data links should established between the TMC, County 9-1-1 Centers, and the State Police. These links will allow the quick and efficient exchange of data while enhancing incident coordination.


Traffic Incident Management System; Network Surveillance

#1, #7, #9, and #10

IC-04

Integrated Communications System – Expand statewide 800 MHz radio system to include all agencies involved with incident management. An integrated radio system allows agency-to-agency on-scene communications.


Traffic Incident Management System

#1 and #11

IC-05

Inter-agency Communications Protocols – Develop and adopt communications protocols required for effective incident management. Participants should include PENNDOT, State Police, and local Emergency Service Providers. Protocols will set a standard for a regional Incident Management Concept of Operations.


Traffic Incident Management System

#1, #7, #9, and #10




3.8 PROJECT DEFINITION

Each of the project concepts identified in the previous section was further defined across the following

parameters, to the extent possible:

Deployment locations;

Potential lead agency/agencies;

Estimated capital and annual operating & maintenance (O&M) costs; and

Expected timeframe for implementation.

For several projects, detailed information in each of these categories has been defined. Fewer details are

available for the longer-term projects and those that will be implemented by the private sector.

In some cases, it may be appropriate for multiple projects to be designed and procured together under

one solicitation. In other cases, the project may need to be split further and provided with greater detail

than could be developed in this Strategic Plan. For example, “RI-01: En-route Traveler Information Phase

I” involves the deployment of several DMS as part of a single project. Due to resource and funding

constraints, these devices may actually be deployed in steps or phases over several years.

These project definitions are intended to help agencies and other entities as they proceed through the

design, procurement and deployment process. This information is summarized in TABLE 3-17. The

tables identify the potential lead agency, cost and implementation time frame for each project.

While a potential lead agency or agencies are identified, coordination with other PENNDOT Engineering

District 2-0 ITS Strategic Plan Steering Committee Members and other neighboring agencies will need to

be conducted for each project. All of the agencies are potential participants and partners in many of the

projects. In many cases, and especially where agencies will contribute resources cooperatively on

individual projects, formal agreements or memorandums of understanding (MOUs) will need to be

executed.

The cost information (where available) is presented in the form of applicable cost range(s) based on real-

world examples. For those projects that have been well defined as part of this process, the capital costs

represent the estimated total project cost. For others, where the number of locations or units involved

has not been defined, unit costs are reported. In some cases, the capital costs reflect the cost to define




project specifics, including necessary procedures and protocols, and may not involve the deployment of

equipment.

Annual O&M costs generally reflect the estimated costs associated with operating and maintaining

physical equipment. For some projects, O&M costs reflect the estimated cost for additional staff

resources needed to operate and manage the various systems. In many cases, deployment of the

recommended projects will not require dedicated staffing, but may add to the duties of existing staff and

cumulatively may require more staff such as that at the TMC and facilities maintenance.

It should be noted that these costs are just a starting point and possible baseline for future ITS

deployment costs. The design assumptions, local conditions, and other factors may affect the costs of

particular projects.

Due to the uncertainties regarding such items as the development of new technology and the availability

of funding for deployment, the estimated timeframe for implementation has been simply stated as short-

or long-term. The “short-term” refers the period from now to about 8 years into the future. The “long-

term” refers to the period from 8 to 20 years into the future.

It should be recognized that some projects identified in this ITS Strategic Plan are already moving

forward. In some instances, full or partial funding has been secured, while in other instances, actual

deployment or implementation is underway. Recommended projects that are moving forward include:

R1-01 – En-Route Traveler Information Phase I – Partial deployment underway; PENNDOT

has deployed DMS in multiple locations within the region.

TM-01 – Traffic Monitoring Phase 1 – Partial funding secured; CCTV installations are planned

components of the I-80, I-99, and US 22 construction projects.

IC-01 – District 2-0 TMC – Partial funding secured and partial deployment underway; Final

Design to begin in 2005.




TABLE 3-17: RECOMMENDED PROJECT LEAD, COST AND TIMEFRAME

Estimated Cost ID Description Potential

Lead(s) Capital Annual O&M

Estimated Deployment Time Frame

Roadway Traveler Information

R1-01 En-route Traveler Information Phase I (5 VMS) PENNDOT $600,000 $30,000* S

R1-02 Pre-trip Traveler Information System ( 511 & Web Site)

PENNDOT $260,000* $230,000* S

R1-03

Portable Surveillance and Delay Advisory (12 queue detectors, 5 DMS, and 3 HAR units, software, and wireless communications)

PENNDOT $350,000* $16,000* S


TM-01 Traffic Monitoring Phase I (7 CCTV cameras) PENNDOT $210,000* $17,000* S

TM-02

Planning and Research Data Services (Archived Data User Services (ADUS) is a capability of the central software)

PENNDOT $225,000* $11,250* S

TM-03

Park Avenue Closed-Loop Signal System (software, hardware, roadside equipment, cabling, mobilization and maintenance of traffic, installation, training, maintenance and test equipment, and system documentation)

PENNDOT & Local

Municipality

$38,000* per

intersection

$3,800 per intersection S

TM-04

Lewistown Closed-Loop Signal System (software, hardware, roadside equipment, cabling, mobilization and maintenance of traffic, installation, training, maintenance and test equipment, and system documentation)

PENNDOT & Local

Municipality

$38,000* per

intersection


TM-05

St. Mary’s Closed-Loop Signal System (software, hardware, roadside equipment, cabling, mobilization and maintenance of traffic, installation, training, maintenance and test equipment, and system documentation)

PENNDOT & Local

Municipality

$38,000* per

intersection





TABLE 3-17 (CONTINUED): RECOMMENDED PROJECT LEAD, COST AND TIMEFRAME Estimated Cost

ID Description Potential Lead(s) Capital Annual O&M


Traffic Management and Safety (Continued)

TM-06

Phillipsburg Closed-Loop Signal System (software, hardware, roadside equipment, cabling, mobilization and maintenance of traffic, installation, training, maintenance and test equipment, and system documentation)

PENNDOT & Local

Municipality

$38,000* per

intersection


TM-07 Technology Assisted Speed Enforcement

PENNDOT & PSP $178,000* N/A L

TM-08

Automated Route Diversion (a capability of central software includes software and map database)

PENNDOT $700,000 $25,000 S

TM-09

Event Management Plan for PSU (information and routing directions to three major parking centers via dynamic message signs. This information is also available via the Internet, phone, and pagers to travelers prior to leaving for an event as well as travelers en route)

PENNDOT & PSU $925,000* $50,000* S

TM-10

Pedestrian Safety Systems in State College (four flashing in-pavement lights per lane at high-pedestrian volume intersections, lights and signs are activated manually, includes equipment and installation costs)

PENNDOT & PSU

$42,000* per

intersection

$4,200* per intersection S

TM-11 Intersection Collision Avoidance System PENNDOT $50,000 N/A L

Transit Accessibility and Safety

TR-01 CATA AVL System CATA $465,000* $85,000* S

TR-02 Computer Aided Reservation, Scheduling, and Dispatch (CARSD)

CATA ATA

DuFast

$50,000 per system / agency

N/A S

TR-03 ATA Fleet Maintenance (fleet center hardware and software, labor for 2 staff)

ATA $500,000* $160,000* S-L

TR-04 State College Multi-Modal Facility

Centre County $2,800,000* $420,000* L




TABLE 3-17 (CONTINUED): RECOMMENDED PROJECT LEAD, COST AND TIMEFRAME Estimated Cost

ID Description Potential Lead(s) Capital Annual

O&M


Transit Accessibility and Safety (Continued)

TR-05

ATA Transit Traveler Information (website with map for bus progress and routes, Talk-n-Ride, 5 informational kiosks)

ATA $625,000 $200,000 S

TR-06

CATA Transit Traveler Information (website with map for bus progress and routes Talk-n-Ride, 5 informational kiosks)

CATA $625,000 $200,000 S

TR-07

Regional Fare Card (integration for fare payment, 10 Smart Card Vending Machines and software, 100 electronic fare boxes)

CATA ATA

DuFast $1,055,000 $20,000 L

Maintenance and Construction Activities

MT-01 Weather Forecasting Software (Integration, hardware, software, labor for one operator – half time)

PENNDOT $1,500,000* N/A S

MT-02 Integrated Roadway Weather Information Systems PENNDOT $165,000* $16,500* S-L

MT-03

Smart Work Zones (12 queue detectors, 5 DMS, and 3 HAR units, software, and wireless communications)

PENNDOT $350,000* $16,000* S-L

MT-04 Animal Vehicle Crash Mitigation Systems (transmitter, solar pack, and installation)

PENNDOT $75,000 N/A S-L

MT-05 Fog Mitigation System PENNDOT $4,000,000* N/A L

MT-06 Advanced Technologies Highway Maintenance Vehicles PENNDOT $250,000 N/A L


IC-01 District 2-0 Traffic Management Center PENNDOT $750,000 $350,000 S

IC-02 Regional Traffic Management Center PENNDOT $4,000,000 $1,000,000 L

IC-03 Operations Centers Links PENNDOT $10,000 $84,000 S

IC-04 Integrated Communications System PENNDOT $1,700 per

radio $120 per

radio S

IC-05 Inter-agency Communications Protocols PENNDOT $200,000 N/A S

* Costs obtained from US DOT’s ITS Benefit Cost Database




3.9 REGIONAL PRIORITIES

Once the list of recommended projects was formulated, Stakeholders were asked to rank the importance

of each project in relation to the needs of the District 2-0 region. This ranking process was used to

determine regional priorities. A number of factors were considered when establishing these rankings:

whether the project required significant regional coordination; whether the project would result in a

significant or immediate impact; and finally, whether the project would address a particular ITS need

in the District 2-0 region.

TABLE 3-18 identifies those projects rated as being the top priorities for the District 2-0 region. Not all of

the projects in the two tables are necessarily regional in scope. Some may focus on a specific area,

location, mode or agency, however, they may be considered a regional priority because they address a

key transportation need in the region. It should be noted that a number of projects in the second priority

grouping require the implementation of an associated project in the first grouping. These may require the

technology or the infrastructure as a foundation or may represent the 2nd phase of a top priority project.

The priorities established in this plan are intended to help determine where ITS funding should be

focused in the coming years. This should be reflected in the projects incorporated into the TIP and future

TIPs. It should also provide a roadmap for individual agencies to plan, fund, and implement ITS initiatives

in a way that supports the regional vision and objectives.

As noted, several of the regional priority projects are currently moving forward in terms of deployment or

securing funding. The status of these projects is noted on TABLE 3-18.




TABLE 3-18: REGIONAL ITS PROJECT PRIORITIES

Estimated Costs Priority Project


O&M

Estimated Implementation

Time Frame SupportedITS Goals

Primary Regional Priority Projects

1 R1-01 En-route Traveler Information Phase I

PENNDOT $600,000 $30,000* S #1, #2, #3, and #6

2 TM-01 Traffic Monitoring Phase I

PENNDOT $210,000* $17,000* S #1 and #6

3 IC-02 Regional Traffic Management Center

PENNDOT $4,000,000 $1,000,000 L

#1, #3, #6, #7, #8, #9, #10, and

#11

4 IC-03 Op Center Links PENNDOT $10,000 $84,000 S #1, #7, #9, and #10

5 IC-01

District 2-0 Traffic Management Center

PENNDOT $750,000 $350,000 S #1, #3, #6, #7, #8, #9,

#10

6 MT-02

Integrated Roadway Weather Information Systems

PENNDOT $165,000* $16,500* S-L #1, #2, #5, and #6

7 TR-01 CATA AVL System CATA $465,000* $85,000* S

#2, #3, #6, #8, #9, and #10

8 TM-02 Planning & Research Data Services

PENNDOT $225,000* $11,250* S #4, #7,

#11, and #12

9 R1-03 Portable Surveillance and Delay Advisory

PENNDOT $350,000* $16,000* S #1, #2, #3, and #6

9 IC-05 Inter-agency Communications Protocols

PENNDOT $200,000 N/A S #1, #7, #9, and #10




TABLE 3-18 (CONTINUED): REGIONAL ITS PROJECT PRIORITIES

Estimated Costs Priority Project


O&M

Estimated Implementation

Time Frame SupportedITS Goals

Secondary Regional Priority Projects

11 TM-09 Event Management Plan for PSU

PENNDOT / PSU $925,000* $50,000* S #6, #8, #9,

and #10

12 MT-03 Smart Work Zones PENNDOT $350,000* $16,000* S-L #1 and #6

13 TM-08 Automated Route Diversion PENNDOT $700,000 $25,000 S #1, #2, #3,

and #6

14 R1-02 Pre-trip Traveler Information System

PENNDOT $260,000* $230,000* S #2, #6, #9, and #11

15 IC-04 Integrated Comm. System PENNDOT $1,700 per

radio $120 per

radio S #1 and

#11

16 TR-02

Computer Aided Reservation, Scheduling, and Dispatch (CARSD)

CATA, ATA,

DuFast

$50,000 per system N/A S

#2, #3, #4, #6, #9, and #10

16 TR-04 State College Multi-modal Facility

Centre County $2,800,000* $420,000* L

#3, #4, #5, #8, #9, and #10

16 TR-06 CATA Transit Traveler Information

CATA $625,000 $200,000 S #2, #3, #4,

#6, #9, and #10

16 MT-01 Weather Forecasting Software

PENNDOT $1,500,000* N/A S #1 and #6

20 TM-10 Pedestrian Safety Systems in State College

PENNDOT / PSU

$42,000* per

intersection

$4,200* per

intersection S #1 and

#10

3.10 ANTICIPATED BENEFITS OF ITS DEPLOYMENTS Now that the regional priorities have been identified, actual benefits will have to be considered when

prioritizing ITS deployments in the region. There are several resources for determining anticipated

benefits for ITS deployments including the ITS Deployment Analysis System (IDAS) and the ITS Benefits

and Costs Database.

IDAS is a software package developed by the Federal Highway Administration that can be used in

planning for Intelligent Transportation System (ITS) deployments. State, regional, and local planners can

use IDAS to estimate the benefits and costs of ITS investments – which are either alternatives to or




enhancements of traditional highway and transit infrastructure. IDAS can predict relative costs and

benefits for more than 60 types of ITS investments. Practitioners will find a number of useful features that

enhance ITS planning including:

• Comparison ITS deployment alternatives;

• Estimated impacts and traveler responses to ITS;

• Inventories of ITS equipment needed for proposed deployments and identifies cost sharing

opportunities;

• Estimated life-cycle costs including capital and O&M costs for the public and private sectors; • Provides documentation for transition into design and implementation.

Since December of 1994, the United States Department of Transportation's Intelligent Transportation

Systems Joint Program Office has been actively collecting information regarding the benefits and costs of

ITS. The ITS Benefits and Costs Database represents a culmination of nearly a decade of DOT’s active

data collection on the impact of ITS projects on surface transportation and the cost of implementing them.

Select anticipated benefits from this database have been summarized for the regional ITS Priority

Projects in TABLE 3-19.




TABLE 3-19: REGIONAL ITS PROJECT ANTICIPATED BENEFITS Priority Project

ID Description Anticipated Benefits

Primary Regional Priority Projects

1 R1-01 En-route Traveler Information Phase I

A San Antonio, Texas, deployment of dynamic message signs, combined with an incident management program resulted in a 2.8% decrease in crashes. European studies find 30%-90% of travelers notice dynamic message signs, and a Glasgow, Scotland, survey found 40% of respondents changed route as recommended by dynamic message signs.

2 TM-01 Traffic Monitoring Phase I Supporting role (no data to report).

3 IC-02 Regional Traffic Management Center

Most benefits are due realized because of systems operated from the TMC.

4 IC-03 Op Center Links A study of the Coordinated Highways Action Response Team (CHART) in Maryland found that the system reduced average incident duration 57% in 2000 and 55% in 1999.

5 IC-01 District 2-0 Traffic Management Center

Most benefits are due realized because of systems operated from the TMC.

6 MT-02 Integrated Roadway Weather Information Systems

An Idaho DOT study found significant speed reductions when weather-related warnings were posted on dynamic message signs. During periods of high winds and snow covered pavement, vehicle speeds dropped 35% to 35 mph when warning messages were displayed, compared to a 9% drop to 44 mph without the dynamic message signs. The Wisconsin DOT has found that a snow forecasting model combined with ice detection systems helps improve planning for work schedules, reducing labor-hours up to 4 hours per person during a significant storm.

7 TR-01 CATA AVL System After an extended analysis of travel times, Kansas City, Missouri, used an AVL/CAD system to reduce up to 10% of the vehicles required for some bus routes with no reduction in customer service.

8 TM-02 Planning & Research Data Services No data to report.

9 R1-03 Portable Surveillance and Delay Advisory No data to report.




TABLE 3-19 (CONTINUED): REGIONAL ITS PROJECT ANTICIPATED BENEFITS Priority Project

ID Description Anticipated Benefits

9 IC-05 Inter-agency Communications Protocols

No data to report.

Secondary Regional Priority Projects

11 TM-09 Event Management Plan for PSU No data to report.

12 MT-03 Smart Work Zones

An investigation into remote speed enforcement in work zones in Texas drew mixed results from project participants. Officers felt the system had the potential to allow safe enforcement of speed limits in work zones, by relaying images of offending drivers to officers downstream.

13 TM-08 Automated Route Diversion

Reductions in incident-related delay also lead to fuel savings and related emissions reductions. A simulation study of the San Antonio, Texas, TransGuide system of freeway and incident management found the system saved an average 2,600 gallons of fuel during major incidents.

14 R1-02 Pre-trip Traveler Information System

A simulation study of the Washington, DC, metropolitan area found that individuals using traveler information services could improve their on-time reliability while reducing the risk of running late. Individuals using traveler information improved their on-time reliability by 5-16 percentage points.

15 IC-04 Integrated Comm. System

The LifeLink project in San Antonio, Texas, enabled emergency room doctors to communicate with emergency medical technicians (EMTs) using 2-way video, audio, and data communications. It was expected that this technology would have more positive impacts in rural areas, where transit times to emergency rooms are generally longer

16 TR-02

Computer Aided Reservation, Scheduling, and Dispatch (CARSD)

In San Jose, California, the Outreach paratransit program installed AVL on 40 vehicles. The automated scheduling and routing system enabled shared rides to increase from 38% to 55%, allowing the fleet size to decrease from 200 to 130 vehicles.

16 TR-04 State College Multi-modal Facility No data to report.

16 TR-06 CATA Transit Traveler Information

In-terminal real-time transit information displays were regarded as useful by 95% of those surveyed in Helsinki, Finland. The most desirable features were displays of remaining wait time and knowing if an expected vehicle had already passed.

16 MT-01 Weather Forecasting Software No data to report.

20 TM-10 Pedestrian Safety Systems in State College

No data to report.




3.11 PROJECT SEQUENCING

The estimated implementation timeframe for each project is based on several factors including:

Relative priority;

Availability and maturity of necessary technology; and

Significance of institutional issues to overcome.

Dependence on other deployments can also be a contributing factor in the estimated timeframe for

implementation, for example:

Project B builds upon the technology or infrastructure deployed as part of Project A.

Project B is most useful or effective when inputs from Project A are available.

Most of the ITS projects identified in this plan may be deployed independently of the other projects.

However, it is important to recognize where dependencies occur and how this may impact the sequencing

of project deployment. Specific dependencies for the recommended project deployments are:

Traffic monitoring deployments (TM-01) provide information and data needed to maximize the

benefits of various Roadway Information deployments (RI-01, RI-02) and Planning Data Services

project (TM-02).

The deployment of En-route Traveler Information (RI-01), Traffic Monitoring (TM-01) and other

Traffic Management field devices will drive the need for enhanced PENNDOT Traffic Operations

(TM-03).

Creation of a Regional Traffic Management Center (IC-02) should be pursued only after

enhancements are made to existing PENNDOT (IC-01), emergency management and transit

management centers.



CHAPTER 4: REGIONAL ITS ARCHITECTURE 94

CHAPTER 4: REGIONAL ITS ARCHITECTURE

4.1 OVERVIEW

The PENNDOT Engineering District 2-0 Regional ITS Architecture was completed by PENNDOT is

association with Orth-Rodgers and Associates. The Architecture development was the precursor to this

ITS Strategic Plan.

The Regional ITS Architecture is a description of “what” we want to do in the District 2-0 region. It

describes the current and planned ITS services and functions, incorporates the relevant subsystems and

organizations, and describes the necessary information exchanges for each element. These

relationships are illustrated by tailoring the National ITS Architecture diagrams. From these tailored

diagrams, a deployment plan structure is established that provides a basis for long-term transportation

planning in the region. This should facilitate the mainstreaming of ITS projects into the planning process

and promote stakeholder buy-in across organizations with everyone working off the same “blueprint”.

Another purpose of the PENNDOT Engineering District 2-0 Regional ITS Architecture is to describe how

individual ITS projects/applications work together as a system. In a sense, this will be a high-level ITS

concept-of-operations for the District 2-0 region. The Regional ITS Architecture considers the ITS

strategic functional areas, then adds those selected ITS projects and functional components which

complete the view. The Regional ITS Architecture is a tailored version of the National ITS Architecture

that reflects ITS deployments selected for the region. Therefore, the PENNDOT Engineering District 2-0

Regional ITS Architecture will accommodate the anticipated projects described in Chapter 3, and vice-

versa. By analyzing selected projects, tailoring their functionality, and placing them in the framework of

the Regional ITS Architecture, a clear picture of the District 2-0 Agencies’ intended operations becomes

apparent.

For example, the PENNDOT Engineering District 2-0 Regional ITS Architecture brings together existing,

planned, and proposed elements including, but not limited to, the following:

Traffic Management Centers such as PENNDOT’s facilities in District 2-0 and District 9-0;

Roadside equipment such as DMS, CCTV cameras, and RWIS;

Customers that rely on the transportation system including residents, visitors, and CVOs; and

Communications infrastructure used to exchange and disseminate data and information.




4.1.1 DEVELOPMENT PROCESS

The National ITS Architecture was used as a template to develop the Regional ITS Architecture through a

series of steps and deliverables. The basic process used to develop the PENNDOT Engineering District

2-0 Regional ITS Architecture is summarized as follows:

Inventory existing ITS systems;

Select Market Packages;

Evolve Market Packages into full-blown ITS Project Ideas;

Map existing and planned ITS systems to the Architecture;

Identify desired connections among Agency systems; and

Tailor data/information flows among systems.

The following sections provide a detailed description of specific components which make up the

PENNDOT Engineering District 2-0 Regional ITS Architecture; including the Operational Concept,

Architecture Database, Physical Architecture, Organizational Architecture, and Architecture Flow

Diagrams.

4.1.2 OPERATIONAL CONCEPT

The Operational Concept describes the way the District 2-0 ITS Program (i.e., systems, projects,

technologies, etc.) will be used. Please refer to the PENNDOT Engineering District 2-0 Regional ITS

Architecture – Final Report for more detailed information on the District 2-0 Agencies’ roles and

responsibilities as well as the Region’s operational/functional capabilities.

4.1.3 ARCHITECTURE DATABASE

The PENNDOT Engineering District 2-0 Regional ITS Architecture was developed using the database

tool called “Turbo Architecture.” To start the process, the region’s existing ITS system inventory and

planned projects were entered into Turbo. Then, these ITS systems (and projects) were

mapped/associated with the most applicable Market Package. Turbo then generated all of the possible

subsystem interconnects and architectural flows among/between the selected Market Packages. The




architecture was then tailored to show only the Agency connections and data flows that will be in use in

the District 2-0 region.

The detailed output from Turbo is available on CD-ROM from PENNDOT Engineering District 2-0. The

CD-ROM provides more flexibility in viewing the Regional ITS Architecture than printed documents by

allowing Stakeholders to pick out only those elements of particular interest. It should be noted that

Architecture details are too complex and lengthy to include in this document. However, the CD-ROM is

an invaluable tool for the development of ITS projects in the region. More detailed information on the

Regional ITS Architecture is contained in the PENNDOT Engineering District 2-0 Regional ITS

Architecture - Final Report, including examples of Turbo’s output/diagrams. The report is available from

PENNDOT Engineering District 2-0.

4.1.4 PHYSICAL ARCHITECTURE

The major building block of the National ITS Architecture is the Physical Architecture. The Physical

Architecture’s primary purpose is to group/allocate the District 2-0 region’s selected functions (or Market

Packages) to physical subsystems. Once this is complete, the Physical Architecture then provides the

initial look at establishing interconnections between subsystems. The best way to tailor this information is

to present it in three different ways (or diagrams):

Existing systems;

Proposed systems; and

Combined systems (existing and proposed).

District 2-0 can then see what they already have (existing), what they want (proposed), and what will

eventually be in place (combined). The Physical Architecture is useful to Stakeholders because it:

Groups functions and ITS project ideas,

Establishes initial physical connections between Agency subsystems, and

Provides key diagrams to establish conformance to the National ITS Architecture.

Separate Physical Architecture diagrams have been tailored for the District 2-0 region for each of the

above areas using Turbo Architecture. Please refer to the PENNDOT Engineering District 2-0 Regional

ITS Architecture – Final Report for the tailored diagrams for the District 2-0 region.




4.1.5 ORGANIZATIONAL ARCHITECTURE

The main reason for developing an Organization Architecture for the District 2-0 region is to determine

“who” will be connected via the Regional ITS system. “Connected” means that agency systems will be

physically linked via communications. This helps to establish what agency systems are (or will be)

sharing data. During the development of the Physical Architecture, a concept of the owning/responsible

agency was provided. The Organizational Architecture takes this one step further by grouping each

subsystem by Agency ownership, establishing “actual” physical connections (not just representative

connections in the Physical Architecture), and graphically illustrating the Agency/subsystem hierarchy

through a series of interconnect diagrams.

The Organization Architecture diagrams look like a series of Agency-owned systems connected to other

Agency-owned systems. The key is determining the appropriate sequence/relationships that indicate

“who’s talking to who”. The Organization Architecture is useful to Stakeholders because it:

Groups subsystems by agency ownership,

Depicts which agencies’ subsystems are connected, and

Provides an initial indication of the hierarchal relationships that existing for the District 2-0

Agencies.

The District 2-0 region’s Organizational Architecture was developed using Turbo Architecture. Please

refer to the PENNDOT Engineering District 2-0 Regional ITS Architecture – Final Report for the tailored

diagrams for the District 2-0 region.

4.1.6 ARCHITECTURE FLOW DIAGRAMS

Architecture flows are the primary data/information flows that can exist between subsystems that

compose a Market Package. Architecture flows are key tools to show conformance to the National ITS

Architecture. Through these flows, the result is a common denominator from which to compare/tailor

functionality, determine systems to implement, and people/Agencies to talk to. The Architecture Flow

diagrams are useful to Stakeholders because they:

Identify what data/information flows exist between subsystems;

Establish the initial data flows from which more detailed ITS project designs can be based; and




Provide key materials/diagrams to demonstrate conformance with the National ITS Architecture.

Using Turbo Architecture, the architecture flows have been tailored to reflect existing, planned, or not

planned flows. Please refer to the PENNDOT Engineering District 2-0 Regional ITS Architecture – Final

Report for the tailored diagrams for the District 2-0 region.

FIGURE 4-1: ARCHITECTURE FLOW DIAGRAM (EXAMPLE)

4.2 USING THE ARCHITECTURE

The Architecture provides a “blueprint” for deployment of all the selected ITS services in the District 2-0

region. It should be utilized during any ITS project design and development. Its primary value is as a

guide that reduces redundancy and helps implementers maximize synergies between existing and

planned ITS systems.

As ITS projects move forward, the Architecture should be consulted to identify necessary agency

connections and data flows involved. The Architecture defines all of the subsystems, Market Packages,

and data flows that make up the short-, medium-, and long-term projects in this plan. Project developers




should pull elements required for their projects from the Architecture in order to develop projects

compatible with others in the District 2-0 region.

By seeing the data flows, developers can identify any defined standards and the most appropriate

communications and equipment needed to address the project’s objectives. Assuming the Architecture is

maintained, the implementers will also be able to identify what systems are in place and/or planned, and

how their projects may link to them.

During project development, the Architecture should be consulted to specify data exchanges, and

standards. Equipment procured and standards established by Agencies in the region should adhere to

the Architecture. This will promote interoperability among ITS elements from different vendors and across

jurisdictional boundaries and results in a more competitive procurement process. Additionally,

interoperability ensures the ITS is not reliant on a limited set of manufacturers for replacement,

maintenance or repair of equipment or communications.

The Architecture should also be used when exploring the interaction of new ITS with existing systems.

Although new implementations will be compliant with the National and Regional ITS Architectures, it is

expected that not all existing systems in the District 2-0 region will be compliant. The Architecture can be

used to identify what existing systems need to do in order to interact with new systems. The cost of

modifying existing systems can be estimated, and the local agencies can determine whether it is cost-

effective to leave the system unchanged, modify them, or replace them with new, compliant systems.

4.3 RELATIONSHIPS TO OTHER ITS ARCHITECTURES

The PENNDOT Engineering District 2-0 Regional ITS Architecture is consistent with the National ITS

Architecture. However, there are several other Regional ITS Architectures and ITS activities that the

District 2-0 region should coordinate with as ITS technologies are deployed including:

Pennsylvania Statewide,

New York Statewide,

PENNDOT Engineering District 3-0,



PENNDOT Engineering District 10-0, and




I-80 Corridor.

By coordinating these activities and architectures as ITS is planned and designed, the region can identify

potential opportunities for integration, interoperability, and data exchange. Additionally, with awareness

of other key Architectures, critical information flows can be designed to insure that uniform, accurate

information is available across jurisdictional boundaries. For these reasons, it is recommended that

District 2-0 exchange the current version of their Regional ITS Architecture with these areas, and work

with outside agencies to ensure consistent and effective coordination.

As the District 2-0 region and the neighboring areas continue to move forward with ITS implementation,

further development toward direct integration of the respective architecture will need to occur. This is

necessary to accomplish effective information sharing in an interconnected data exchange network. The

most prominent features of such a network include a central data repository, established center-to-center

protocols, agreed communications standards, and a degree of commonality regarding operational

concepts. The reason for this architecture integration is to exchange data among parallel information

centers while not relinquishing control of systems or centers.

The practical approach to architecture integration can be accomplished through further refinement of the

Regional Architecture during maintenance operations. The architecture development software, Turbo

Architecture, is equipped with the ability to link regional architectures. This link would be shown in the

Physical Architecture most prominently via information flows between the respective Traffic Management

and Archive Data Management subsystems.



CHAPTER 5: ITS DEPLOYMENT CONSIDERATIONS 101

CHAPTER 5: ITS DEPLOYMENT CONSIDERATIONS

5.1 INTRODUCTION

The implementation of the projects identified in this ITS Strategic Plan will be conducted by a variety of

public agencies and private interest groups in a complex environment. To facilitate the efficient and

effective implementation of ITS in the region, several factors must be considered during project design

and implementation of these projects including:

Inter-Agency Agreements – Many projects recommended in this plan require cooperative

deployment, maintenance, and operations among multiple jurisdictions. This will require

increased coordination and legal agreements between agencies.

Interoperability – To leverage investments in technology, many projects will require links

between other systems or components across multiple agencies. The ability for different

deployments to work together seamlessly is referred to as interoperability. The Regional ITS

Architecture provides a framework for interoperability.

Project Conformance – The deployment plan recommends a number of ITS-related initiatives.

Federal Funding of ITS projects requires conformance with the Regional ITS Architecture and

National ITS Architecture.

Standards – Another element of federal requirements is that ITS standards must be used (where

applicable) for federally funded projects. The use of these standards can support the design and

ensure operability between systems.

Funding – The largest consideration when discussing deployment is funding. Available funding

will ultimately drive the deployment of systems recommended in this Plan. Opportunities for

funding ITS- or technology-driven projects are not as obvious as typical “asphalt and concrete”

transportation improvements. Some projects may be included as “add-ons” into large

construction projects. In other cases, funding must be targeted for stand-alone ITS projects. The

process of securing funding in direct competition with traditional transportation projects is referred

to as mainstreaming.




Procurement – Traditional procurement strategies may not be well suited for some of the

recommended projects. Selection of the appropriate procurement mechanism will help ensure

smooth design, construction, and integration of ITS-related projects.

Operations and Maintenance – Successful project deployment means nothing without proper

operations and maintenance. In the past, O&M has been overlooked and resulted in a “build it

and forget it” approach. For many of the technology driven recommendation in this plan, a

dedicated O&M program is required for maximum return on investment.

5.2 INTER-AGENCY AGREEMENTS

Many projects recommended in this plan require cooperative deployment, maintenance, and operations

between multiple jurisdictions. These types of projects will require a signed Memorandum of

Understanding (MOU) before construction will commence. The MOUs should be crafted to achieve the

following purposes:

Formalize roles and responsibilities for the continuous operation and maintenance of system

components;

Provide agencies with the freedom (defined in the agreement) needed to effectively meet the

needs of travelers regardless of jurisdiction;

Develop operational guidelines for regional agencies such that they follow consistent and

common methods of operations; and

Serve as a standard reference document for partnering agencies for operations and staff

turnovers.

5.3 INTEROPERABILITY

To take full advantage of their potential, most technology related projects that are recommended as part

of this Plan must accommodate linkages between multiple systems and coordination between multiple

agencies. The ultimate goal of inter-operability is a national ITS program that will enable users to travel

across multiple jurisdictions while receiving consistent ITS services. There are three types (levels) of

interoperability that the District 2-0 ITS Program needs to be concerned with:




Technical – the capability for equipment to communicate effectively;

Procedural – common procedures to exchange meaningful information; and

Institutional – administrative and/or contractual agreements between operators and users.

The Regional ITS Architecture and ITS Standards provide a framework for achieving technical operability.

Close coordination and cooperation between various agencies will be required to ensure procedural and

institutional operability. This may be achieved through interactive discussions among Stakeholders.

5.4 PROJECT CONFORMANCE

FHWA rules require that federally funded ITS projects conform to the National ITS Architecture and

approved standards. Conformance with the National ITS Architecture is interpreted to mean the use of

the National ITS Architecture in developing a local implementation plan of the National ITS Architecture,

referred to as a Regional ITS Architecture, and the subsequent adherence of all projects to that Regional

ITS Architecture. The Regional ITS Architecture for the District 2-0 regional has been developed and is

discussed in the previous section. The Regional ITS Architecture shall guide the development of specific

projects and programs within the District 2-0 region.

During ITS project implementation, the following results are envisioned for project conformance:

The project specifications shall ensure that the project accommodates the interface requirements

and information exchanges, and provides for the functionality and operations between agencies

as indicated in the Strategic Plan and Regional ITS Architecture. If a project is inconsistent with

the Regional ITS Architecture, the architecture should be updated accordingly;

The project should use applicable ITS standards that have been adopted by the U.S. DOT; and

A system engineering analysis must be used in the development of individual projects.

5.5 STANDARDS

ITS standards are industry-consensus standards that define how system components operate within a

consistent framework. The framework, in this case, is the Regional and National ITS Architectures. By

specifying how systems and components interconnect, standards promote interoperability.




The U.S. DOT ITS Standards Program is working toward the widespread use of standards to encourage

the interoperability of ITS systems. The U.S. DOT is using a five-track approach to develop ITS Standards

and to meet ITS deployment goals. Together with many partners and other Stakeholders in the ITS

community, the U.S. DOT is conducting a comprehensive five-part program of activities in standards

development, testing, outreach and education, technical assistance, and policy support.

Effective ITS deployment will require the ability to integrate many advanced technologies – standards are

essential to make this a reality. With ITS standards, PENNDOT and other transportation agencies can

implement cost-effective, highly scalable, and readily maintainable systems. The traveling public can

benefit from ITS standards through products that will function consistently and reliably anywhere in the

country.

5.6 FUNDING OPPORTUNITIES

Upon adoption of the ITS Strategic Plan it is essential to seek every opportunity to secure funding from a

variety of sources. Funding commitments can be from traditional sources, private enterprise,

public/private partnerships, or other arrangements such as congressional earmarks. Understanding that

recommended projects also come with an obligation to operate and maintain the systems, it is critical to

not only secure funding for the capital costs, but also for the annual operations and maintenance costs.

TEA-21 encourages ITS deployment through expanded eligibility of Federal-aid projects; as a result, all

categories of Federal-aid funds are available for ITS implementation projects. Efforts at the national level

indicated that this emphasis is likely to continue in the next federal authorization of highway and

transportation funding.

The successful implementation of the PENNDOT Engineering District 2-0 ITS Strategic Plan will

ultimately depend on the availability of funding. Beyond the initial funding for the development of this ITS

Strategic Plan, no local, state, or federal funds are specifically set aside for implementation, operations or

maintenance of the recommended projects. However, there are numerous funding steams for which ITS

projects can be funded. In general, ITS projects in this Strategic Plan will have to compete with other

transportation projects for the same funding. Obtaining adequate funding for Strategic Plan elements will

depend on the emphasis and resulting priority placed on ITS initiatives in the regional planning process.

It is the responsibility of the District 2-0 Stakeholders to seek funding and make ITS deployments a

priority in regional planning decisions.




Some of the available federal funding sources for ITS projects include:

Federal Aid Systems – National Highway System (NHS);

Surface Transportation Program;

Congestion Management and Air Quality (CMAQ);

Federal Lands;

Transportation Enhancement Activities;

National Scenic Byways;

Transportation and Community, and System Preservation Pilot Program (TCSP);

National Recreation Trails;

Transportation Infrastructure Finance Innovation Act;

Federal Transit Act Section 5309 Transit Capital Improvements;

Federal Transit Act Section 5310 Special Transit Needs; and

Federal Transit Act Section 5311 Small Urban and Rural Transit Assistance.

Some of the available state funding sources for ITS projects include:

Regional Transportation Improvement Program; and

State Transit Assistance.

Some of the available local funding sources for ITS projects include:

Local General Funds; and

Private/Public Partnerships.

5.7 PROCUREMENT

The traditional procurement and contract procedures used by agencies vary and in some cases may not

be best suited for some of the ITS-related initiatives. ITS and technology projects generally involve

extensive interagency coordination; private sector personnel may need to be hired to support public

facilities; public/private partnership agreements need to be determined; and privacy issues need to be

resolved. ITS projects also involve the acquisition and placement of high-tech equipment that may

require special procurement considerations. Therefore, certain aspects of traditional procurement and

contract procedures of public agencies may have to be changed to accommodate ITS projects.




The implementation of ITS projects will require the system components of each project to be designed,

developed/manufactured and installed. Unless the implementation phase is correctly planned and

managed, long delays may occur during implementation.

Five basic procurement options are available including:

Engineer / Contractor,

Systems Manager,

Sole Source,

Design / Build (operate), and

Public / Private.

The first two methods are traditionally used by public agencies. The latter three methods may require

education of agencies to utilize these techniques for implementing ITS projects. PENNDOT is already

investigating different procurement options for ITS projects. Recently, a successful CCTV project in

District 5-0 was awarded through a specialized RFP process. These types of innovative procurement

strategies provide Stakeholders with a range of options. The following sections will discuss each option

in more detail to assist agencies in the procurement method selection process.

Engineer (Consultant) / Contractor Approach – This is the traditional method used by public agencies

for ITS project deployment. Based on a project scope and preliminary engineering, the Engineer

(Consultant) provides final design plans, specifications, and estimates (PS&E). The completed PS&E

package is then submitted to the contractor community and bids are taken with established procedures.

The contractor bids on the PS&E and agrees to provide a complete system of hardware and software

procured, installed and implemented by the contractor.

Hardware may be manufactured by the contractor’s organization and/or subcontracted within the

conditions of the contract. The contractor may also be responsible for system startup assistance. In the

case of traffic control systems, the calibration of the system may be required.

The Engineer is typically responsible for inspection and acceptance of project components and the

system.




Systems Manager Approach – This approach requires the public agency to select a single firm or

consulting team as a Systems Manager. The Systems Manager is responsible for system design, PS&E

preparation, system integration, documentation and training. The project is divided into several sub-

projects and each sub-project is contracted using the agency’s normal bidding process. The Systems

Manager oversees all work by the various contractors. The sub-project contractors can be selected on

the basis of specific skill sets, which permit selection of experts for various steps in the system

development. The Systems Manager is responsible for integrating different projects into an overall

operating system. This procurement option assigns the responsibility of system success to one entity.

PENNDOT currently has a Systems Manager for their TIMS (Traffic and Incident Management System)

Program in District 6-0.

Sole Source Approach – This strategy is used when there is documented existence of one technical or

cost-effective solution to the requirements of a project. Sole source is often used when compatibility with

existing equipment or systems is required. In the early stages of system development, sole source

procurement should not be necessary, but during later stages it may become necessary to ensure

system-wide compatibility.

Design / Build (Operate) Approach – This approach requires the selection of a single responsible entity

to perform all work associated with the deployment of a system and its components. The entity may also

be responsible for the ongoing operation of the system. The public agency is responsible for monitoring

the progress of the designer/builder. The designer/builder performs all design work, contracts and/or

constructs the system elements, and turns over an operating system to the public agency. In some

instances, the designer/builder will operate the system with oversight and monitoring maintained by the

public agency.

Public / Private Approach – The public / private approach is a newer procurement process that

establishes a partnership for financing and implementing a project. Any project that is moved forward as

a public / private partnership would need to be investigated to determine that there are no conflicts of

interest or unfair advantages given to certain entities. Creativity and close investigation of state and

federal regulations is needed to ensure the public / private partnership as a viable strategy for ITS

deployments in the region.




5.8 OPERATIONS AND MAINTENANCE

Successful ITS project deployment depends to a large extent on the emphasis applied to the day-to-day

operations. Operations can consist of activities ranging from deployment of portable devices to

supervision of a TMC. These activities are often labor intensive and must be addressed during project

deployment. Maintenance of ITS systems entails a variety of skill sets including system calibration,

software and hardware upgrades / updates, communications infrastructure repairs, as well as repairs of

other damaged devices.

In some cases, costs associated with ITS or technology-related projects can be high when compared to

traditional transportation projects. However, the benefits of these projects can actually represent ongoing

savings in other areas. To account for this, a new User Service was added to the National ITS

Architecture for Maintenance and Construction Operations.

Project sponsors must devote resources to operations and maintenance to avoid the “build it and forget

about it” approach. They must consider not only how to secure funding for design and implementation,

but also how to keep it operating while maximizing benefits. Key issues include the availability of staff,

training needs, standard operating procedures (SOPs), and dedicated annual funding. No matter how

these issues are ultimately addressed, operations and maintenance costs must be considered during the

planning and implementation phases.



CHAPTER 6: ITS PROGRAM MANAGEMENT 109

CHAPTER 6: ITS PROGRAM MANAGEMENT

6.1 PROGRAM LEADERSHIP

The development of the ITS Strategic Plan has generated significant interest in ITS technologies in the

region. It is essential to maintain the momentum and dialog that has resulted from this coordinated effort.

Individual agencies must “step up to the plate” to lead or champion recommended ITS projects.

However, the successful implementation of the strategies laid out in the document also requires top-level

leadership that keeps the overall perspective of the program intact.

The ITS Strategic Plan was the product of a multi-agency regional effort. The Stakeholders must be

committed to a cooperative method of program management in order to realize the full benefits of the

recommended projects. The program management must provide oversight and guidance to project

implementation using this plan as a starting point for moving projects forward into the mainstream of

transportation planning, development, and operations.

This program leadership should involve both a coordinating group to provide oversight of ITS activities in

the region, and an ITS coordinator responsible for specific activities related to the region’s ITS program.

An ITS Coordinating Group should be established to help guide further planning and implementation of

District 2-0 ITS projects. This Group should meet on a periodic basis as determined necessary to provide

input on issues pertaining to the design and implementation of the projects in the PENNDOT Engineering

District 2-0 ITS Strategic Plan. It should be a forum for assessing the status of Strategic Plan

implementation, facilitating coordination among various agencies with the region as well as with adjacent

regions, and for working out inter-agency agreements. It is imperative that guidance come from a

committee that represents the full spectrum of agencies in the region with the background knowledge of

the ITS planning process as well as an understanding of the technology options available through ITS

deployment.

At a minimum, the ITS Coordinating Group should include PENNDOT Engineering District 2-0,

PENNDOT BHSTE, CRMPO, NCPRPDC, SEDA-COG, interested transit agencies, Pennsylvania State

Police and FHWA. Other local implementing entities could become involved as major projects are

advanced to implementation. A logical starting point for this group is the Steering Committee that

participated in the PENNDOT Engineering District 2-0 ITS strategic planning effort. Through their




involvement in this process, members of this Committee have developed the knowledge base to enable

continued guidance of the ITS program. The Committee also provides good representation form an

appropriate cross-section of the transportation community in the region.

In addition to the top-level guidance of a multi-agency group, more detail-oriented project level

coordination will be needed for the region as a whole. This is the role for the region’s ITS Coordinator.

This individual would be responsible for:

Guiding the coordinating group

Identifying potential funding for ITS projects

Monitoring progress on project implementation

Providing information to those within and outside the agency on ITS applications; and

Serving as the primary point of contact for inter-regional coordination on ITS issues.

For the District 2-0 region, a representative from PENNDOT Engineering District 2-0 should serve as the

region’s ITS Coordinator.

The key areas of program leadership and responsibility for the Coordinating Group and ITS Coordinator

include:

Tracking project deployment and conformance;

Updating the ITS Strategic Plan;

Maintaining the Regional ITS Architecture;

Maintaining intra- and inter-regional coordination;

Providing technical support and assistance;

Identifying funding opportunities;

Evaluating the ITS program and individual projects;

Ensuring federal compliance; and

Mainstreaming and promoting ITS.

These areas are discussed further in the following sections. In general, the Coordinating Group will

provide oversight and overall guidance, while the Coordinator will be responsible for the completion of

specific activities.




6.2 TRACK PROJECT DEPLOYMENT AND CONFORMANCE

As individual projects proceed to deployment, it is critical that their status be actively tracked. During the

initial design phase, this tracking will involve verification of conformance with the Regional ITS

Architecture and applicable standards. As projects evolve, this information should be used to update

project descriptions and the Regional ITS Architecture, and be reflected in updates to the Strategic Plan.

The Coordinating Committee should serve as a forum for sharing information regarding the status of

individual projects. This may include information regarding design details, timing, funding sources, and

coordination requirements. The ITS Coordinator should maintain a log of ITS projects, and use this

information to check conformance and update program resources such as project descriptions, the ITS

inventory, and the Regional ITS Architecture.

6.3 UPDATE STRATEGIC PLAN REGULARLY

The PENNDOT Engineering District 2-0 ITS Strategic Plan should be a living document. This is

particularly important given the rapid advances in technology. The projects in this plan are aimed at

meeting specific transportation needs while addressing the ITS goals identified in the planning process.

As changes in direction within the agencies or region as a whole are realized, the planning goals and

projects may need to be revisited and revised. The Strategic Plan represents an overall framework, but

decisions regarding the best timing and technical solutions must be responsive to existing conditions.

A process should be established to conduct a periodic review and update of information in the Strategic

Plan. It is suggested that this be done on a cycle similar to updates of the regional Transportation

Improvement Plans (i.e., two years). Particular attention needs to be given to the inclusion of new/revised

ITS projects and updates of the Regional ITS Architecture.

The Coordinating Group should be responsible for overseeing updates to the regional ITS plan. This

could include revisions of top level issues such as program goals, or it could focus on specific issues such

as project scoping, scheduling, and architecture refinements. PENNDOT Engineering District 2-0, the

region’s ITS coordinator, should be responsible for initiating this activity and producing the updated

documents.




6.4 MAINTAIN REGIONAL ITS ARCHITECTURE

The Regional ITS Architecture was developed based on current conditions including existing

transportation infrastructure and existing needs and priorities of the region. These conditions will change

as ITS elements are deployed and connections are made enhancing integration. In addition, the National

ITS Architecture will continue to develop and evolve, necessitating changes in the PENNDOT

Engineering District 2-0 Regional ITS Architecture. Therefore, the Regional Architecture will need to be

revised periodically to remain useful.

It is recommended that the Coordinating Group facilitate and oversee the maintenance of the PENNDOT

Engineering District 2-0 Regional ITS Architecture. Maintenance responsibility should reside with the ITS

Coordinator. This maintenance effort will require that the Coordinator become familiar with the

Architecture Database and the Turbo Architecture program.

6.5 MAINTAIN INTRA- AND INTER-REGIONAL COORDINATION

A significant component of program leadership will consist of coordination among agencies as the ITS

plan is implemented. The coordination of ITS activities among various agencies provides the key to

maximizing the value of integration of systems. Intra-regional coordination is necessary on a project level

basis. This may involve issues of compatible communications technologies, data formats, and physical

connectivity, as well as inter-agency agreements.

Beyond the boundaries of District 2-0, coordination may be necessary at both program and project levels.

At the program level, contact with other regions can facilitate similar implementation approaches. A focal

point for inter-regional coordination is the sharing of traveler information. A significant portion of travel in

District 2-0 involves trips that end outside the boundaries of the region. For the traveler, therefore, it is

valuable to have access to information not only for District 2-0 but also for the adjacent regions. The

integration of traveler information dissemination will allow travelers to effectively plan their trips, and

consequently make the transportation network more efficient. Information sharing on this scale requires

coordination at the planning and implementation stages. Neighboring regions with which agreements

regarding data sharing are appropriate include District 3-0, District 8-0, District 9-0, District 10-0, and New

York State.




The Coordinating Committee will need to be involved with system linkages, integration and operability at

both the intra- and inter-regional levels. Because several potential members of the Coordinating

Committee are active in these other regions, the group should serve as a forum for addressing inter-

regional coordination issues. Participation in the committees for these other regions provides another

opportunity to address these issues. The ITS Coordinator can facilitate these activities by working with

the program managers from these regions and participating in their committee discussions as

appropriate.

6.6 PROVIDE TECHNICAL SUPPORT AND ASSISTANCE

The level of ITS knowledge and expertise among potential ITS project implementers in the District 2-0

region can vary greatly. Therefore, it will be important to establish the various means for sharing

knowledge and supporting activities of individual implementers.

The coordinating committee should serve as a forum for sharing information and an opportunity for

members to ask questions of one another. The ITS Coordinator should maintain a library of ITS-related

information that may include:

Listing of technical resources for ITS project design, procurement, maintenance, and operations;

ITS design guidance materials;

Sample RFPs for ITS design, deployment, and management projects;

Information on ITS- and technology-related procurement contracting;

Updates on information on ITS project conformance with the National ITS Architecture;

Information on funding sources / opportunities and grant / funding agreements; and

Sample inter-agency agreements and MOUs.

6.7 EVALUATE ITS PROGRAM AND PROJECTS

As the ITS program moves forward in the District 2-0 region and new deployments are implemented, a

need to evaluate the effectiveness of implementations will be required. This need will stem from the

desire to ensure that future expenditures on ITS implementations will continue to be worthwhile and cost-

effective. This requires development of criteria that may be used to evaluate the program and individual

projects. The evaluation criteria serve the following:




To identify specific data types to be used for ITS deployment goals;

To assess system performance;

To demonstrate ITS effectiveness; and

To document project accomplishments.

It is critical to identify specific data types that can be used to establish quantitative and qualitative goals

for ITS deployment. In the District 2-0 region, the goals and objectives for ITS can be defined in terms

such as a decrease in crashes at a specific location or travelers’ perception of improved traveler

information. The evaluation criteria will provide parameters for measuring improvements in the

transportation network that result from ITS deployment.

Evaluation criteria can also be used to assess the performance of a system and to detect and correct

problems. These criteria also establish sets of data to be collected for system management and to help

determine which future activities to undertake. Finally, these criteria provide the statistical evidence that

can be used to demonstrate ITS effectiveness and document project accomplishments.

The ITS Coordinating Committee, with guidance and support from FHWA, should take the lead in defining

appropriate evaluation criteria. The ITS Coordinator would then be responsible for leading data collection

and evaluation efforts with the support of the individual implementing agencies.

6.8 ENSURE FEDERAL COMPLIANCE

Similar to individual ITS projects, the PENNDOT Engineering District 2-0 ITS Strategic Plan and Regional

ITS Architecture need to comply with federal requirements to qualify ITS projects for federal funding.

According to the Final Rule published in the Federal Register on January 8, 2001, the Strategic Plan and

Regional Architecture must contain the elements identified in TABLE 6-1. This table also identifies the

degree to which this Strategic Plan and related architecture meet these requirements. It should be the

role of the ITS Coordinator, with guidance from the Coordinating Committee, to ensure that compliance

with these requirements is maintained as individual projects are developed.




6.9 MAINSTREAM AND PROMOTE ITS

ITS projects have often been planned, funded, and implemented using a different process than more

traditional transportation projects. This has been in part due to the separate funding mechanisms

provided by FHWA in the past. While this approach has generated innovative applications, it has led to a

separation of ITS planning from the more traditional transportation planning process. The technology

solutions encompassed by ITS can be more efficiently implemented through their incorporation into the

mainstream process of managing the transportation infrastructure. ITS should not be thought of as

something independent of other transportation improvements, but rather a comprehensive set of

initiatives that may involve traditional improvements as well as technological ones.

“Mainstreaming” ITS involves incorporating ITS into the established transportation planning and

programming process and is a key to successful implementation of the ITS Strategic Plan. This means

considering ITS projects alongside more traditional transportation solutions during the process of

updating the transportation programs at both the local level and state level. As part of the mainstreaming

effort, elements of this ITS Strategic Plan should be incorporated into other transportation planning and

programming activities including the regional Transportation Improvement Plans (TIPs). In some cases

ITS technologies need to be incorporated as stand alone projects. However they frequently can be

included in the scope of larger transportation projects.




TABLE 6-1: FEDERAL COMPLIANCE

Federal Requirement PENNDOT Engineering District 2-0 ITS Strategic Plan & Regional ITS Architecture

1. Description of the Region. Provided in Chapter 2.

2. Identification of participating agencies and other Stakeholders. Provided in Chapter 1 and Appendix A.

3. An operational concept that identifies the roles and responsibilities of participating agencies and Stakeholders in the operation and implementation of the systems included in the Regional ITS Architecture.

The District 2-0 region’s operational concept is addressed in Chapter 4. Additional details of these roles and responsibilities should be determined for each project as they are developed.

4. Any agreements (existing or new) required for operations, including at a minimum those affecting ITS project interoperability, utilization of ITS related standards, and the operation of the projects identified in the regional ITS architecture.

The need for inter-agency agreements is recognized in the Strategic Plan. Details of these agreements are project development issues and will need to be determined for each project as they are developed.

5. System functional requirements. This is provided in Chapter 3.

6. Interface requirements and information exchanges with planned and existing systems and subsystems (for example, subsystems and architecture flows as defined in the National ITS Architecture).

The interconnect diagrams and flow diagrams generated during the development of the Regional ITS Architecture are included in Appendix B to this report.

7. Identification of ITS standards supporting regional and national interoperability.

All of the ITS standards supporting the Regional ITS Architecture have been identified in association with each data flow and are provided as part of the Regional ITS Architecture database.

8. The sequence of projects required for implementation. This is provided in Chapter 3.

There are several benefits of mainstreaming ITS. The first is that it will help increase awareness of ITS

strategies by putting them in front of a broader transportation audience. Second, mainstreaming will help

open funding opportunities beyond the funding mechanisms in the past. ITS projects will compete with

other transportation improvements as part of traditional funding programs.




The mainstreaming activity should be undertaken by all agencies that prepare transportation

improvement programs and planning documents for the District 2-0 region. In particular, this includes

CRMPO, NCPRPDC, SEDA-COG, and PENNDOT. Furthermore, all ITS Stakeholders should undertake

efforts to promote ITS as part of outreach efforts to policy makers, agency management, and the general

public. These efforts are needed to gain support, obtain funding, and overcome institutional obstacles.

While this should be part of a collective effort of the Coordinating Committee, the sponsors or

“champions” of individual projects should promote their project and ITS in general. Most projects could

benefit from some general promotion to the public that will inform them as to the purposes and benefits of

the project. Potential use of web pages, flyers, and news articles/reports should be considered.

Chambers of Commerce, economic development groups, and professional organizations are good

sources of support.

6.10 ACTION PLAN

There are a variety of actions that should be taken to move ITS implementation forward in the District 2-0

region. These actions support of the general program leadership requirements described previously.

TABLE 6-2 lists a series of actions that should be taken following the approval of the Strategic Plan and

the agencies responsible for initiation of those actions.

One of the keys to a successful, ongoing ITS program is Project Champions who understand ITS and can

promote its objectives. The implementation of the PENNDOT Engineering District 2-0 ITS Strategic Plan

will require several individuals in key agencies who have this vision. They will need to possess or be

supported by technical and management expertise that can deal with the specific challenges of ITS

technologies and ongoing operations. Communications with technical staff at PENNDOT, and with

technical staff in larger urban areas with ongoing ITS applications, such as Philadelphia and Pittsburgh,

will be helpful in developing the expertise in District 2-0 agencies.

With continued stakeholder participation and effective leadership from the Coordinating Committee, this

ITS Strategic Plan will become the roadmap for the ITS deployments that will be integrated into

PENNDOT District 2-0 system infrastructure and operations on a strategic basis.




TABLE 6-2: LIST OF ACTIONS AND AGENCIES RESPONSIBLE FOR THOSE ACTIONS

Responsible Agency(ies)

Action ITS Coord. Group

PENNDOTCRMPO,

NCPRPDC, or SEDA-

COG

Local Agencies FHWA

Designate an ongoing oversight group to insure ITS funding and implementation is moving forward in a coordinated fashion. This group would meet in a periodic, as-needed basis.

Identify an ITS Coordinator for identifying potential funding, monitor project implementation and conformance progress, provide ITS information to others, and serve as primary point of contact for inter-regional coordination.

Maintain a log of ITS projects in the programs of state, regional, and local agencies, and distribute at least on biannual basis.

Review and update the ITS Strategic Plan on periodic basis (on a cycle similar to TIP).

Identify specific funding opportunities for short-term projects.

Collect information on ITS contracting to make available to agencies responsible for ITS implementation.

Provide updates of information on ITS project conformance with the National ITS Architecture.

Proceed with ITS project design and implementation as funding becomes available.

Develop evaluation criteria and performance measures to assess the impacts and benefits of ITS projects.

Incorporate ITS Strategic Plan elements into the regional transportation plan.

Incorporate ITS considerations into program and project prioritization criteria, where applicable.

As funding becomes available, incorporate projects in the regional TIPs.

Include information about ITS in agency outreach efforts to promote ITS.

Support statewide ITS projects, legislative changes, or public/private initiatives to foster ITS in the District 2-0 region.



APPENDIX A: LIST OF REFERENCES A-1

APPENDIX A: LIST OF REFERENCES

1. “2002 Pennsylvania Traffic Data,” PENNDOT, 2003.

2. “2003 State Transportation Improvement Program,” PENNDOT, 2002.

3. “2005 Twelve Year Transportation Program,” PENNDOT, 2004.

4. “Atlanta Regional Interim ITS Strategic Plan,” PB Farradyne, 2003.

5. “Bicycling Directory of Pennsylvania,” PENNDOT, 2002.

6. “Economic Impacts of Aviation in Pennsylvania,” Wilbur Smith.

7. “Fiber Optic Feasibility Study for I-99,” Edwards and Kelcey, 2001.

8. “Florida’s Intelligent Transportation System Strategic Plan,” 1999.

9. “Incident Management and Prevention Needs Study,” Orth-Rodgers & Associates, 2000.

10. “ITS Benefits and Costs Database”, US DOT, 2003.

11. “Mississippi Multiplan ITS Component,” Wilbur Smith Associates, 2001.

12. “National ITS Architecture,” Version 5.0.1, U.S. DOT, 2004.

13. “PennPlan Moves! Pennsylvania Statewide Long Range Transportation Plan 2000-2025,” PENNDOT, 2000.

14. “Pennsylvania Highway Statistics,” PENNDOT, 2003.

15. “Pennsylvania Regional ITS Architectures,” PB Farradyne.

16. “Schuylkill Expressway Corridor Strategic Deployment Plan,” Edwards and Kelcey, 2004.

17. “Tahoe Basin ITS Strategic Plan,” DKS Associates, 2003.

18. “Tahoe Gateway Counties, ITS Strategic Deployment Plan,” Meyer, Mohaddes Associates, Inc.,

2001.



APPENDIX B: PENNDOT 2-0 ITS CONTACT LIST B-1

APPENDIX B: DISTRICT 2-0 ITS CONTACT LIST

Agency / Organization Stakeholder Group Contact Phone Email

Penn State University Academia Paul P. Jovanis (814) 865-9431

[email protected]

Centre County Office of Emergency Communications/911 Center

Emergency Medical Services - 911 Daniel Tancibok

(814) 355-6800

[email protected]

Mifflin County Office of Emergency Services/Public Safety

Emergency Medical Services - 911 Brian Fleegal

(717) 248-9645

[email protected]

Centre COG Emergency Management

Emergency Medical Services - County EMA Steve Abrams

(814) 865-1864

[email protected]

Pennsylvania Emergency Health Services Council

Emergency Medical Services - Council Kathleen Hogan

(717) 730-9000

[email protected]

Pennsylvania Emergency Health Services Council

Emergency Medical Services - Council David Nitsch

(717) 730-9000

[email protected]

Centre Region Council of Governments

Emergency Medical Services Walt Wise

(814) 237-4127

[email protected]

Penn State University Police Department

Emergency Medical Services - Law Enforcement (Local)

Bruce N. Kline (814) 865-1864

[email protected]

Harris Township Government - City/Borough/Township Christopher Lee

(814) 466-9266

[email protected]

Johnsonburg Borough Government - City/Borough/Township Mary E. Polaski

(814) 965-5682

[email protected]

Centre County Planning Local Government - Planning Mike Bloom

(814) 355-6791

[email protected]

Centre County COG Local Government - Planning Walter Wise

(814) 237-4127

[email protected]

Mifflin County Government Local Government - Planning Phil Lucas

(717) 248-9654

[email protected]

Centre County Metropolitan Planning Commission MPO/LDD Tom Zilla

(814) 231-3050

[email protected]

NCPRPDC MPO/LDD Amy Kessler (814) 773-3162

[email protected]

SEDA Council of Governments MPO/LDD Steve Herman

(570) 524-4491

[email protected]





EADS Group Consultants Karen Shutty (814) 944-5035

[email protected]

Erdman & Anthony Consultants Jim Schock (717) 766-1741

schockj@erdmananthony. com

Pennoni Associates Consultants Steve Barber (717) 975-6481

[email protected]

L. Robert Kimball & Associates Consultants Len Kowalski

(814) 867-4566

[email protected]

Nu-Metrics Consultants Kelly Malosky (724) 438-8750

[email protected]

Benatec Consultants Bill Egan (717) 901-7055

[email protected]

Benatec Consultants Jeffrey Balan (717) 901-7055

[email protected]

Avail Technologies Consultants Dave Matta (814) 234-3794

[email protected]

PB Farradyne Consultants Mike Harris (703) 742-5759

[email protected]

PB Farradyne Consultants Larry Bankert (717) 795-7153

[email protected]

Michael Baker Consultants Gary German (717) 221-2002

[email protected]

SP&K Engineering Consultants Bob Ralston (724) 439-1600

[email protected]

SP&K Engineering Consultants Jim French (724) 439-1600

[email protected]

Quixiote Consultants Tony Cappella (302) 478-7487

[email protected]

Orth-Rodgers and Associates Consultants Kivanc Caglar

(215) 735-1932

[email protected]

McCormick Taylor Consultants Brian St. John (814) 861-4948

[email protected]





Clinton County Economic Partnership Economic Development Peter Lopes

(570) 748-5782

[email protected]

Clinton County Economic Partnership Economic Development Dan Harger

(570) 748-9626

None provided

US DOT-FHWA Public Transportation Agency James Garling

(717) 221-3718

[email protected]

PENNDOT 2-0 Public Transportation Agency George Khoury

(814) 765-0410

[email protected]

PENNDOT 2-0 Public Transportation Agency Dennis Prestash

(814) 765-0402

[email protected]

PENNDOT 2-0 Public Transportation Agency Jim Roman

(814) 205-1189

[email protected]

PENNDOT 2-0 Public Transportation Agency Ron Keim

(814) 765-0486

[email protected]

PENNDOT 2-0 Public Transportation Agency Yvonne Buck

(814) 765-0498

[email protected]

PENNDOT 2-0 Public Transportation Agency Vicki Rusnak

(814) 765-0441

[email protected]

PENNDOT 2-0 Public Transportation Agency Karen Michael

(814) 765-0465

[email protected]

PENNDOT 2-0 Public Transportation Agency Larry Briody

(814) 765-0490

[email protected]

PENNDOT 2-0 Public Transportation Agency Mark Kucherer

(814) 765-0440

[email protected]

PENNDOT 2-0 Public Transportation Agency

Rhonda Stankavich

(814) 205-1190

[email protected]

PENNDOT 2-0 Public Transportation Agency Rob Jaconski

(814) 765-0697

[email protected]

PENNDOT 2-0 Public Transportation Agency Kevin Klein

(814) 765-0451

[email protected]

PENNDOT 2-3 (Lock Haven)

Public Transportation Agency Steve Stevenson

(570) 893-2430

[email protected]




Agency / Organization Public Transportation Agency Contact Phone Email

PENNDOT 9-0 Public Transportation Agency Mike Pastore

(814) 696-7238

[email protected]

PENNDOT 9-0 Public Transportation Agency Kevin Snyder

(814) 696-7248

[email protected]

PENNDOT 9-0 Public Transportation Agency Tony Tanzi

(814) 696-6855

[email protected]

PENNDOT 10-0 Public Transportation Agency Bill Rankin

(724) 357-0131

[email protected]

PENNDOT Central-BHSTE Public Transportation Agency Craig Reed

(717) 787-7350

[email protected]

PENNDOT Central-BHSTE Public Transportation Agency Matt Weaver

(717) 787-3394

[email protected]

PENNDOT Central-BHSTE Public Transportation Agency Brenda Murphy

(412) 429-6038

[email protected]

PENNDOT Central-BHSTE Public Transportation Agency Dan Leonard

(717) 705-1448

[email protected]

PENNDOT Central Public Transportation Agency

Kevin McCullough

(717) 783-2261

[email protected]

PENNDOT Central Public Transportation Agency Harold Nanovic

(717) 787-1257

[email protected]

PENNDOT Central Public Transportation Agency Daryl Kerns

(717) 787-0185

[email protected]

PENNDOT Central Public Transportation Agency Kim Ferroni

(717) 214-8685

[email protected]

PENNDOT Central Public Transportation Agency Michael Schultz

(717) 214-8688

[email protected]

PENNDOT Central Public Transportation Agency Mark Tobin

(717) 787-7413

[email protected]

PENNDOT Central Public Transportation Agency Dennis Starr

(717) 787-4574

[email protected]

PennDOT Central-Motor Carrier Division

Public Transportation Agency Fred Juba

(717) 787-6864

[email protected]





ATA-Area Transportation Authority Transit Provider Rick Viglione

(814) 965-2111

[email protected]

ATA-Area Transportation Authority Transit Provider Mike Trunzo

(814) 965-2111

[email protected]

CATA-Centre Area Transportation Authority Transit Provider Tim Geibel

(814) 238-2282

[email protected]

CATA-Centre Area Transportation Authority Transit Provider L. Eric Bernier

(814) 238-2282

[email protected]

CATA-Centre Area Transportation Authority Transit Provider Hugh Mose

(814) 238-0625

[email protected]

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