ATIS09-In Vehicle Signing (Service Package*)

Description

This service package augments regulatory, warning, and informational signs and signals by providing information directly to drivers through in-vehicle devices. The information provided would include static sign information (e.g., stop, curve warning, guide signs, service signs, and directional signs) and dynamic information (e.g., current signal states including highway intersection and highway-rail intersection status and local conditions warnings identified by local environmental sensors). It includes short range communications between field equipment and the vehicle and connections to the Traffic Management Subsystem for monitoring and control. This service package also includes the capability for maintenance and construction, transit, and emergency vehicles to transmit sign information to vehicles in the vicinity so that in vehicle signing can be used without fixed infrastructure in work zones, around incidents, and in areas where transit operations impacts traffic.

Graphic
Equipment Packages
Flows
Goals and Objectives
ITS Applications
User Services
Transaction Set

Service Package Graphic

Get the Source Graphic, a Windows Metafile (WMF), in ZIP format.
About this Graphic

Includes Equipment Packages and Subsystems:

Equipment Package	Subsystem
On-board EV Incident Management Communication	Emergency Vehicle
MCV Vehicle Safety Monitoring	Maintenance and Construction Vehicle
Parking Short Range Traveler Information Communications	Parking Management
Roadway Equipment Coordination	Roadway
Roadway Short Range Traveler Information Communications	Roadway
TMC In-Vehicle Signing Management	Traffic Management
On-board Transit In Vehicle Signing Communications	Transit Vehicle
Vehicle Short Range Traveler Information Reception	Vehicle

Includes Architecture Flows:

Source	Architecture Flow	Destination	In Graphic
Driver	driver inputs	Vehicle	Yes
Emergency Personnel	emergency personnel inputs	Emergency Vehicle	No
Emergency Vehicle	emergency personnel information presentation	Emergency Personnel	No
Emergency Vehicle	vehicle signage data	Vehicle	Yes
Maintenance and Construction Field Personnel	maint and constr field personnel inputs	Maintenance and Construction Vehicle	No
Maintenance and Construction Vehicle	maint and constr field personnel information presentation	Maintenance and Construction Field Personnel	No
Maintenance and Construction Vehicle	vehicle signage data	Vehicle	Yes
Other Roadway	roadway equipment coordination	Roadway	Yes
Parking Management	vehicle parking information	Vehicle	Yes
Roadway	roadway equipment coordination	Other Roadway	Yes
Roadway	short range communications status	Traffic Management	Yes
Roadway	vehicle signage data	Vehicle	Yes
Traffic Management	vehicle signage data	Roadway	Yes
Traffic Management	traffic operator data	Traffic Operations Personnel	Yes
Traffic Operations Personnel	traffic operator inputs	Traffic Management	Yes
Transit Vehicle	transit vehicle operator display	Transit Vehicle Operator	No
Transit Vehicle	vehicle signage data	Vehicle	Yes
Transit Vehicle Operator	transit vehicle operator inputs	Transit Vehicle	No
Vehicle	driver updates	Driver	Yes

Associated Planning Factors and Goals

Planning Factor	Goal
A. Support the economic vitality of the metropolitan area, especially by enabling global competitiveness, productivity, and efficiency;	Support regional economic productivity and development
B. Increase the safety of the transportation system for motorized and nonmotorized users;	Improve the safety of the transportation system
D. Increase the accessibility and mobility of people and for freight;	Enhance mobility, convenience, and comfort for transportation system users
E. Protect and enhance the environment, promote energy conservation, improve the quality of life, and promote consistency between transportation improvements and State and local planned growth and economic development patterns;	Reduce environmental impacts
G. Promote efficient system management and operation;	Increase operational efficiency and reliability of the transportation system

Associated Objective Categories

Objective Category
Arterial Management: Reliability
Emergency/Incident Management: Person Hours of Delay
Emergency/Incident Management: Traveler Information
Freeway Management: Efficiency
Freeway Management: Reliability
Freight Management: Detours and Routing
System Efficiency: Cost of Congestion
System Efficiency: Delay
System Efficiency: Energy Consumption
System Efficiency: Intensity of Congestion (Travel Time Index)
System Efficiency: Travel Time
System Reliability: Non-Recurring Delay
System Reliability: Travel Time 90th/95th Percentile
System Reliability: Travel Time Buffer Index
System Reliability: Variability
Travel Weather Management: Disseminating Information
Traveler Information: Information Dissemination

Associated Objectives and Performance Measures

Objective	Performance Measure
Annual rate of change in regional average commute travel time will not exceed regional rate of population growth through the year Y.	Average commute trip travel time (minutes).
Decrease the average buffer index for (multiple routes or trips) by X percent over Y years.	The buffer index represents the extra time (buffer) most travelers add to their average travel time when planning trips. This is the extra time between the average travel time and near-worst case travel time (95th percentile). The buffer index is stated as a percentage of the average travel time. Average buffer index or buffer time can be calculated using miles traveled as a weighting factor. Buffer time = 95th percentile travel time (min) – average travel time (min).
Decrease the buffer index for (specific travel routes) by X percent over the next Y years.	The buffer index represents the extra time (buffer) most travelers add to their average travel time when planning trips. This is the extra time between the average travel time and near-worst case travel time (95th percentile). The buffer index is stated as a percentage of the average travel time. Average buffer index or buffer time can be calculated using miles traveled as a weighting factor. Buffer time = 95th percentile travel time (min) – average travel time (min).
Improve average travel time during peak periods by X percent by year Y.	Average travel time during peak periods (minutes).
Increase number of users of notifications for traveler information (e.g., e-mail, text message) by X percent in Y years.	Number of users of notifications for traveler information (e.g., e-mail, text message) per year.
Increase the accuracy and completeness of traveler information posted (on variable message signs, websites, and/or web 2.0 technologies) by reducing the number of incomplete and inaccurate reports by X percent in Y years.	Number of complaints received from system users about inaccurate or missing information.
Provide freight operators with traveler alerts and alternate routes in the case of incidents, special events, weather, construction, and severe congestion at choke points on X percent of freight-significant routes by year Y.	Percent of freight-significant routes where traveler alerts and alternate route information is provided in the case of incidents, special events, weather, construction, and severe congestion at choke points.
Reduce buffer index on the freeway system during peak and off-peak periods by X percent in Y years.	The buffer index (represents the extra time (buffer) travelers add to their average travel time when planning trips in order to arrive on-time 95 percent of the time).
Reduce delay associated with incidents on arterials by X percent by year Y.	Hours of delay associated with incidents.
Reduce delay associated with incidents on the freeway system by X percent by year Y.	Hours of delay associated with incidents.
Reduce excess fuel consumed due to congestion by X percent by year Y.	Excess fuel consumed (total or per capita).
Reduce hours of delay per capita by X percent by year Y.	Hours of delay (person-hours).
Reduce hours of delay per capita by X percent by year Y.	Hours of delay per capita.
Reduce hours of delay per driver by X percent by year Y.	Hours of delay (person-hours).
Reduce hours of delay per driver by X percent by year Y.	Hours of delay per driver.
Reduce the 90th (or 95th) percentile travel times for each route selected by X percent over Y years.	95th or 90th percentile travel times for selected routes.
Reduce the annual monetary cost of congestion per capita for the next X years.	Cost (in dollars) of congestion or delay per capita.
Reduce the average buffer time needed to arrive on-time for 95 percent of trips on (specified routes) by X minutes over Y years.	The buffer index represents the extra time (buffer) most travelers add to their average travel time when planning trips. This is the extra time between the average travel time and near-worst case travel time (95th percentile). The buffer index is stated as a percentage of the average travel time. Average buffer index or buffer time can be calculated using miles traveled as a weighting factor. Buffer time = 95th percentile travel time (min) – average travel time (min).
Reduce the average of the 90th (or 95th) percentile travel times for (a group of specific travel routes or trips in the region) by X minutes in Y years.	95th or 90th percentile travel times for selected routes.
Reduce the number of person hours (or vehicle hours) of delay experienced by travelers on the freeway system.	Hours of delay (vehicle-hours or person-hours).
Reduce the number of person hours (or vehicle hours) of delay experienced by travelers on the freeway system.	Hours of delay per capita or driver.
Reduce the person hours (or vehicle hours) of total delay associated with traffic incidents by X percent over Y years.	Person hours (or vehicle hours) of delay associated with traffic incidents.
Reduce the regional average travel time index by X percent per year.	Travel time index (the average travel time during the peak period, using congested speeds, divided by the off-peak period travel time, using posted or free-flow speeds).
Reduce the share of freeway miles at Level of Service (LOS) X by Y by year Z.	Miles at LOS X or V/C > 1.0 (or other threshold).
Reduce the time between recovery from incident and removal of traveler alerts for that incident.	Time between recovery from incident and removal of traveler alerts.
Reduce the variability of travel time on specified routes by X percent during peak and off-peak periods by year Y.	Variance of travel time. Variance is the sum of the squared deviations from the mean. This can also be calculated as the standard deviation of travel time. Standard deviation is the square root of variance.
Reduce time between incident/emergency verification and posting a traveler alert to traveler information outlets (e.g., variable message signs, agency website, 511 system) by X minutes in Y years.	Time to alert motorists of an incident/emergency.
Reduce time to alert travelers of travel weather impacts (using variable message signs, 511, road weather information systems, public information broadcasts, the agency's website, Web 2.0 technologies, etc.) by X (time period or percent) in Y years.	Time from beginning of weather event to posting of traveler information on (variable message signs, 511, Road Weather Information Systems, public information broadcasts etc.).
Reduce time to alert travelers of travel weather impacts (using variable message signs, 511, road weather information systems, public information broadcasts, the agency's website, Web 2.0 technologies, etc.) by X (time period or percent) in Y years.	Time from beginning of weather event to posting of traveler information on agency website.
Reduce total energy consumption per capita for transportation by X percent by year Y.	Total energy consumed per capita for transportation.
Reduce total fuel consumption per capita for transportation by X percent by year Y.	Total fuel consumed per capita for transportation.
Reduce total person hours of delay (or travel-time delay per capita) by time period (peak, off-peak) caused by all transient events such as traffic incidents, special events, and work zones.	Total person hours of delay during scheduled and/or unscheduled disruptions to travel.
Reduce total person hours of delay (or travel-time delay per capita) by time period (peak, off-peak) caused by scheduled events, work zones, or system maintenance by x hours in y years.	Travel time delay during scheduled and/or unscheduled disruptions to travel.
Reduce total person hours of delay (or travel-time delay per capita) by time period (peak, off-peak) caused by unscheduled disruptions to travel.	Total person hours of delay during scheduled and/or unscheduled disruptions to travel.

Since the mapping between objectives and service packages is not always straight-forward and often situation-dependent, these mappings should only be used as a starting point. Users should do their own analysis to identify the best service packages for their region.

Related ITS Applications of ITS Taxonomy

Classification	Category	ITS Application Area	ITS Application(s)
Intelligent Infrastructure	Arterial Management	Information Dissemination	In-Vehicle Systems
Intelligent Infrastructure	Freeway Management	Information Dissemination	In-Vehicle Systems
Intelligent Infrastructure	Traveler Information	En Route Information	In-Vehicle Systems

User Services related to this Service Package:

User Service
1.2 En-route Driver Information
2.1 Public Transportation Management
5.2 Emergency Vehicle Management

Transaction Set Diagram

The source graphic, a Windows Metafile (WMF), for the TSD can be downloaded here: TSD

The following discusses how the National ITS Architecture provides the transportation service described by this service package. Each numbered item describes the operation of that portion of the service package identified with the corresponding number on the transaction set diagram.

Traffic Operations Personnel manage in-vehicle signing, providing inputs (traffic operator inputs) that control the information that is provided to passing vehicles.
The Traffic Management Subsystem remotely controls short range communications equipment in the Roadway Subsystem that performs in vehicle signing, providing vehicle signage data to field equipment based on input from Traffic Operations Personnel.
Signage data that is provided to vehicles may also include information from local environmental sensors, current signal control states from signal controllers, and other data provided by local field equipment (roadway equipment coordination).
Vehicle signage data is provided to passing vehicles by short range communications equipment in the Roadway Subsystem.
Short range communications status is sent back to the Traffic Management Subsystem, allowing remote monitoring of in vehicle signing equipment.
Traffic Operations Personnel are kept appraised of in vehicle signing equipment status (traffic operator data).
Alternatively, vehicle signing can be implemented using Vehicle - Vehicle Communications so that maintenance, emergency, and transit vehicles can warn drivers in the vicinity of potential hazards. In each case, the vehicle operator controls and monitors the in-vehicle signing capability, activating the system, controlling the messages that are sent, and monitoring system operation.

Maintenance and Construction Field Personnel control and monitor vehicle signage systems in maintenance vehicles (maint and constr field personnel inputs and maint and constr field personnel information presentation)
Emergency Personnel control and monitor vehicle signage systems in emergency vehicles (emergency personnel inputs and emergency personnel information presentation)
Transit Vehicle Operators control and monitor vehicle signage systems in transit vehicles (transit vehicle operator inputs and transit vehicle operator display)

Vehicle signage data is communicated to passing vehicles by maintenance, emergency, and transit vehicles:

Maintenance and Construction Vehicles warn drivers prior to work zones.
Emergency Vehicles warn drivers approaching an incident.
Transit Vehicles warn drivers as the transit vehicle merges into traffic or when loading/offloading passengers.

Vehicle parking information may also be provided direct to vehicles by the Parking Management Subsystem, representing vehicle signage data that may be provided by equipped parking facilities.
The vehicle signage data is presented to the driver by the vehicle (driver updates). The Driver controls data that is presented, providing driver inputs that may filter or prioritize the information that is presented and the way that the vehicle signage data is presented.