Paper No.

01-3179

DEVELOPMENT OF CANADIAN ARCHITECTURE FOR INTELLIGENT TRANSPORTATION SYSTEMS

Helena Borges
Transport Canada Tower C, Place de Ville, 27th Floor 330 Sparks Street Ottawa, Ontario Canada K1A 0N5

Geoffrey Knapp
IBI Group 230 Richmond Street West 5th Floor Toronto, Ontario Canada M5V 1V6

Bruce Eisenhart
Lockheed Martin Federal Systems 9500 Godwin Dr. Manassas, Va. 20110

Transportation Research Board 80th Annual Meeting January 7-11, 2001 Washington, D.C.

ABSTRACT Under the guidance of a steering committee of public and private sector representatives from the Canadian transportation industry, the development of the Canadian ITS Architecture was initiated in August 1999. In general, the Canadian effort subsumes all of the U.S. National ITS Architecture work and extends and modifies it to provide new services and areas of coverage and to reflect differences between the nations and the existence of new and different stakeholders. Since there is much commonality between the technical definitions of the two Architectures, it is important to understand the explicit relationships. This report examines how the Canadian ITS Architecture was developed and illustrates the differences of the Architecture in comparison to that of the U.S. The development included an extensive review of other relevant ITS Architecture and Standards initiatives. Based on the review, as well as significant ITS stakeholder input, an initial draft ITS Architecture Framework was developed that defined the User Services, User Sub-Services, and Market Packages applicable to Canada. Following a review by ITS stakeholders, the revised ITS Architecture Framework was used to develop definitions of both the Physical and Logical Architectures of the Canadian ITS Architecture. The follow-on support activities anticipated for the Canadian ITS Architecture are reviewed and potential for iterative development with the U.S. National ITS Architecture is examined.

H. Borges, G. Knapp, B. Eisenhart 1. THE ROLE OF THE ARCHITECTURE The Canadian ITS Architecture provides a unified framework for integration to guide the coordinated deployment of ITS programs within the public and private sectors. It offers a starting point from which stakeholders can work together to achieve compatibility among ITS elements to ensure unified ITS deployment for a given region. The Architecture describes interaction among physical components of the transportation systems including travellers, vehicles, roadside devices, and control centres. It also describes the information and communications system requirements, how data should be shared and used, and the standards required to facilitate information sharing. Overall, the Canadian ITS Architecture defines the functionality of ITS components and the information flows among ITS elements to achieve total system goals.

2. THE ARCHITECTURE DEVELOPMENT PROCESS In August 1999, IBI Group, in association with Lockheed Martin Canada, commenced the development of the Canadian ITS Architecture for Transport Canada. Figure 1 illustrates the development process employed. The development efforts have been guided by a steering committee that includes public and private sector representation from the transportation industry nation-wide. The experience and knowledge of other ITS stakeholders in Canada has also been considered throughout the Architecture development process. Section 3 summarises the stakeholder outreach efforts. The initial development activities focussed on a review and analysis of the state of the practice for ITS Architecture and Standards. The nature of these programs were reviewed with consideration for unique characteristics of the Canadian environment as identified under a precursor study (IBI Group). An assessment of enabling technologies for ITS was also undertaken with a view to distinguishing which ITS features are suitable for widespread deployment in the near term or longer term horizon. For reasons explained in Section 4, it was determined that the Canadian effort would subsume all of the U.S. National ITS Architecture work (U.S. DOT) and extend it to provide new services and areas of

H. Borges, G. Knapp, B. Eisenhart

coverage. There were also many modifications to reflect the differences between Canada and the U.S., as well as extensions to the U.S. definitions to include new and different stakeholders present in Canada. Figures 2a and 2b illustrate the differences between the two Architectures. Based on the review of ITS Architecture and Standards initiatives and input from stakeholders a draft ITS Architecture Framework was developed. The draft ITS Architecture Framework defined the ITS features to be supported in terms of ITS User Services, User Sub Services, and Market Packages.
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These User Services, User Sub-Services, and Market Packages are either subsumed directly from the U.S. National ITS Architecture, modified based on the U.S. National ITS Architecture, or developed specifically for the Canadian ITS Architecture. Section 4 summarises the draft ITS Architecture Framework. Based on the ITS Architecture Framework, the Subsystems, Terminators, and Architecture Flows of the Physical Architecture were defined to satisfy the User Services and Market Packages identified for the Canadian ITS Architecture. Section 5 summarises the Physical Architecture. Similarly, the components of the Logical Architecture required for the Architecture Framework were defined. These components included User Service Requirements, Process Specifications, Data Flows, and Data Flow Diagrams. Section 6 summarises the Logical Architecture. As illustrated in Figure 2b, the Logical Architecture of the Canadian ITS Architecture was developed in parallel with the Physical Architecture. This is unlike the U.S. work that developed the Physical Architecture based on the Logical Architecture. Section 7 identifies the next steps that are anticipated with respect to the follow-on support activities of the Canadian ITS Architecture.

H. Borges, G. Knapp, B. Eisenhart 3. STAKEHOLDER OUTREACH Early in the development process, an initial outreach was undertaken in the form of an information package and a survey questionnaire that issued to 175 were potential stakeholders nationwide. This initial outreach served a number of purposes, including: make stakeholders aware of the project make stakeholders aware of the significance of the ITS Architecture acquire some initial input on stakeholder areas of interest, and identify opportunities for continued stakeholder involvement.

Over 70 stakeholders responded indicating an interest in further participating in the Architecture development process. Stakeholders indicated experience with a wide array of ITS applications including Advanced Traffic Management Systems, Advanced Traveller Information Services, Advanced Public Transportation Systems, and Commercial Vehicle Operations. The following summarises the significant results of the survey: While this experience was generally considered successful, many stakeholders cited barriers to deployment including financing, lack of interagency co-ordination, lack of appropriate staff skill sets, and lack of standards and system operability. Most agencies responded indicated that they have attempted to implement partnerships to achieve ITS deployment. Fifty percent of the industry suppliers responding to the survey indicated their current primary market activity are outside of Canada. The nature of the ITS products and services provided was distributed across engineering services, field equipment/electronics, software, and installation/integration services.

H. Borges, G. Knapp, B. Eisenhart Key areas of ITS research ongoing in Canada include data fusion and processing for various applications, geomatics, mobile communications, road weather information systems, and safety/human factors. Various stakeholders indicated an emphasis on raising the profile/awareness for ITS applications with a view to developing comprehensive deployment on a region-wide scale. The feedback from the questionnaire was used when developing the draft ITS Architecture Framework (Section 4). A stakeholder workshop in February 2000 provided ITS stakeholders with an opportunity to review the draft ITS Architecture Framework. This workshop facilitated stakeholder

awareness and consensus at the User Service and User Sub Service level. It was important to achieve this
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awareness and consensus prior to proceeding with the development the Physical and Logical Architectures (Sections 5 and 6). A second stakeholder workshop was held in July 2000 has provided stakeholders with the opportunity to review the draft the Physical and Logical Architectures. Feedback from the stakeholders is now being taken into account in completing the Physical and Logical Architectures definitions.

4. ITS ARCHITECTURE FRAMEWORK As indicated in Section 2, a review and analysis of the state of the practice for ITS Architecture and Standards was performed with consideration of the Canadian context. Specific Canadian issues included: level of population dispersion, bilingual language considerations, extreme climate, use of the metric system of measurement, legislative issues,

H. Borges, G. Knapp, B. Eisenhart existing system infrastructure, and communications industry and regulatory considerations.

The review of the international state of the industry for ITS Architecture and Standards development, yielded four relevant points of reference: The ISO TICS Fundamental Services; The United States User Services; The European KAREN Project User Needs; The Japanese ITS Services and Sub-Services.

Due to the similarities between Canada and the United States, as well as their close proximity and connectivity of the transportation systems, it was determined that it would be appropriate to adapt the U.S. National ITS Architecture for Canadian application. Therefore, the Canadian ITS Architecture subsumes the 31 User Services and 63 Market Packages of the U.S. National ITS Architecture. The review of other ITS Architecture initiatives and input from stakeholders identified ITS services that are applicable for Canada, but are not presently incorporated into the U.S. National ITS Architecture. These services include: maintenance activities, automated enforcement, non-vehicular traffic, intermodal transportation, road weather conditions.

Where permissible, the User Services and Market Packages of the U.S. National ITS Architecture were modified to address these additional ITS services. For ITS services that were not able to be addressed by existing User Services and Market Packages, new User Services and Market Packages were developed for the Canadian ITS Architecture.

H. Borges, G. Knapp, B. Eisenhart 4.1 User Services

The User Services of the Canadian ITS Architecture are organised into 8 User Service Bundles as opposed to the 7 Bundles in the U.S. National ITS Architecture. The major difference being the Travel and Traffic Management User Service Bundle of the U.S. Architecture has been separated into two separate Bundles: Travel Information Services and Traffic Management Services. Table 4.1 illustrates the mapping of User Service Bundles between the Canadian and U.S. Architectures. The Canadian ITS Architecture includes 35 User Services. Of these 35 User Services, 6 User Services were developed specifically for the Canadian ITS Architecture, including: Operations and Maintenance - provides government agencies, as well as contractors with the resources to manage the operations and maintenance of vehicle fleet and equipment assets, and monitor and manage traffic flow around work zone areas. Automated Dynamic Warning and Enforcement - provides systems which warn vehicles or motorists of imminent danger, and provide electronic enforcement of traffic control and regulations. Non-Vehicular Road User Safety - provides warning systems primarily focused on pedestrian and bicyclist safety. Intermodal Freight Management - provides systems which will monitor the status of freight in-transit, and at freight terminals. Disaster Response and Management - co-ordinates disaster response strategies from a virtual control centre, and disseminates information to agencies and individuals on traffic conditions, diversion routes etc. Weather and Environmental Data Management - provides system wide gathering, fusion, and dissemination of information on roadway weather conditions and forecasts.

H. Borges, G. Knapp, B. Eisenhart The remaining 29 User Services are based on the 31 User Services subsumed from the U.S. National Architecture. A number of the U.S. User Services were either combined into single User Services, or divided into separate User Services. Table 4.2 illustrates the mapping of User Services between the Canadian and U.S. Architectures.

Based on the 35 User Services, 90 User Sub-Services were identified to facilitate the definition of the Physical and Logical Architectures. User Sub-Services provide a level of detail consistent with the Market Package definitions under the U.S. National ITS Architecture. Table 4.3 summarises the 90 User Sub-Services.

4.2 Market Packages The Canadian ITS Architecture includes a total of 79 Market Packages. Of these 79 Market Packages, 16 new Market Packages were developed, and 6 were modified from the U.S. National ITS Architecture, to address the new User Services of the Canadian ITS Architecture.

4.2.1

New Market Packages This section presents and defines the 16 Market Packages developed for the Canadian ITS

Architecture to address the new User Services.

APTS9 Multi-Modal Connection Protection This market package supports the co-ordination of multimodal services to optimise the travel time of travellers as they move from mode to mode or route to route within a single mode. This market package supports a single transit agency to co-ordinate crossing routes so that passengers on one route would have the opportunity to transfer with minimum wait time to another route within the same transit system. The next level of complexity of this market package would be for this co-ordination to occur across transit agencies, or between transit agencies and other modes of transportation. The most advanced functions of this market package would be to track the route of an

H. Borges, G. Knapp, B. Eisenhart individual traveller and ensure that connections are properly scheduled on an individual basis. This final capability represents a very long-term functionality, which could be managed either through an Information Serviced Provider or through a Transit Management subsystem.

ATMS20 Roadway Environmental Sensing This market package monitors current road and weather conditions using data collected from environmental sensors deployed on and about the roadway. In addition to fixed sensor stations at the roadside, sensing of the roadway environment can also occur from sensor systems located on the Maintenance Vehicle Subsystem. The collected environmental data is analysed by the Traffic Management Subsystem to detect and forecast environmental hazards such as icy road conditions, dense fog, and approaching severe weather fronts. This information can be used to more effectively deploy road maintenance resources, issue general traveller advisories, and support location specific warnings to drivers using the Traffic Information Dissemination Market Package or the Environmental Information Dissemination Market Package.

ATMS21 Roadway and Weather Data Fusion This market package supports the fusion of roadway environmental data with general weather forecasts and observations. The roadway environmental data comes from roadside sensor systems, or sensor systems mounted on maintenance vehicles. The weather data comes from the National Meteorological Service (Environment Canada).

ATMS22 Environmental Information Dissemination This market package supports the dissemination of roadway and weather data to centres which can utilise it as part of their operations, or to the Information Service Providers who can provide the information to travellers.

ATMS23 Roadway Micro-Prediction This market package supports advanced systems which use the data from the Roadway and Weather Data Fusion Market Package, along with roadway maintenance

H. Borges, G. Knapp, B. Eisenhart information and advanced algorithms, to create micro-predictions of roadway conditions which can support improved maintenance planning and dispatch.

ATMS24 Maintenance Fleet Management This market package supports automated management of fleets of maintenance, construction, or special service vehicles. These types of vehicles include snowplows and sand/salt trucks. This market package includes the infrastructure-based systems that monitor vehicle location, vehicle status, and the output of sensors mounted on the vehicles. Also included are the systems within the maintenance vehicles that create this information and send it to the control centre or control system. The infrastructure systems perform vehicle dispatch, routing, and asset management.

ATMS25 Smart Work Zones This market package includes systems that gather, store, and disseminate information relating to work zones. The roadside elements can monitor and control traffic in the vicinity of the work zone. The centre element of this market package can participate in incident management by initiating incident notification, or by participating in incident response. It can advise drivers of work zone status (either directly at the roadside or through an interface with the Information Service Provider or Traffic Management Subsystems.). The centre systems can manage and track construction and maintenance activities, co-ordinating with other Subsystems (such as Traffic Management). It can schedule and manage the location and usage of maintenance assets. These information systems are used by roadway maintenance personnel, roadway construction personnel, or other work crew personnel assigned to highway construction and maintenance. Co-ordination with these systems allows the ITS Architecture to rapidly correct deficiencies that are noted through its advanced surveillance capabilities and also improves the quality and accuracy of information available to travellers regarding closures and other roadway construction and maintenance activities.

H. Borges, G. Knapp, B. Eisenhart ATMS26 Dynamic Roadway Warning This market package supports the dynamic presentation of warning information to drivers. Warnings may be generated in response to roadway weather conditions, road surface conditions, traffic conditions, obstacles or animals in the roadway, and any other transient events that can be sensed. Warnings may also be generated that recognise the limitations of a given vehicle for the geometry of the roadway, e.g. rollover risk for tall vehicles. This market package differs

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from Traffic Information Dissemination in that it is possible for all processing to occur remotely at the roadside, making this capability autonomous for remote application. It also expands the capabilities of Traffic Information Dissemination by focusing on non-traffic roadway issues.

ATMS27 Variable Speed Limit and Enforcement This market package supports the ability to dynamically vary speed limits in response to roadway conditions. This could include lowering speed limits due to weather or traffic conditions, to reduce the risk of accidents. This market package also relates to the Smart Work Zones Market Package when it is used to aid in traffic calming around roadwork areas. A key capability of this market package is the ability to provide automated enforcement of the variable speed limit, by detecting and conveying violation information to law enforcement. This market package can be used to build on the capability of Dynamic Roadway Warning, to create an enforceable lowering of the speed limit in response to transient, localised roadway conditions.

ATMS28 Signal Enforcement This market package supports the detection and enforcement of roadway control signals. A common implementation of this capability is red light enforcement for signalised intersections. Information documenting a vehicle disobeying a traffic signal is captured and conveyed to law enforcement. This market package is a logical predecessor to Intersection Safety Warning and Intersection Collision Avoidance, where the signal violation detection is also used to reduce the likelihood of a traffic accident. This same relationship also exists to Mixed Use Warning Systems and

H. Borges, G. Knapp, B. Eisenhart Automated Non-Vehicular Road User Protection, since pedestrians, bicyclists, and other non-vehicle traffic may be threatened by signal violations.

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ATMS29 Mixed Use Warning Systems This market package supports the near term sensing and warning systems used to interact with pedestrians, bicyclists, and other vehicles that operate on the main vehicle roadways, or on pathways which intersect the main vehicle roadways.

ATMS30 Automated Non-Vehicular Road User Protection This market package supports more advanced systems of sensing and warning for pedestrians, bicyclists and other vehicles that operate on the main vehicle roadways, or on pathways which intersect the main vehicle roadways. Specifically, advanced imaging sensors are anticipated to provide improved sensing and recognition capabilities, which would allow automated warning or active protection systems for this class of users.

CVO11 Freight In-Transit Monitoring This market package covers the ability to track and monitor intermodal containers and intermodal freight shipments. This includes determining the location of a container while it is on a railway car and, if appropriate, monitoring measured parameters of the container contents (temperature, shock and vibration, etc.). This information is provided to freight customers, fleet managers, and logistics service providers. In general, a truck will pick up a container from a customer, a container freight station, or an intermodal terminal, and then deliver the container to the appropriate one of these for intermodal mode change or final delivery. This market package supports the monitoring of the container during this pickup-transport-drop-off period.

CVO12 Freight Terminal Management This market package supports the operation of the roadway aspects of an intermodal terminal. The terminal may represent the transfer point between roadway and one or more other modes of container transport (rail, air or water), and may be an actual port facility or a

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private intermodal transfer facility. The key capabilities include the ability to identify and control vehicle traffic entering and departing the facility, guide vehicles to loading and unloading points, maintain site security and monitor container integrity, provide an interface to Customs as appropriate, and acknowledge container pickup and drop-off. Other capabilities include the ability to track container locations within the facility and to manage any other required assets, like truck chassis. This market package may be deployed in conjunction with Weigh-in-Motion and Roadside CVO Safety to provide truck weight and safety assessments for vehicles prior to departing the facility.

EM4 Disaster Command and Control This market package supports the co-ordinated response to large-scale disasters. Examples can include natural disasters like blizzards, earthquakes, and floods or man-made disasters like chemical spills, terrorism, or air crashes. The market package supports coordination of the roadway transportation management centres with the overall command authority that is leading the disaster response. This includes co-ordination of emergency management and maintenance management fleets and activities, the use of transit assets to support evacuation and the exchange of information with traffic management to control roadway usage.

EM5 Disaster Information Dissemination This market package supports the dissemination from a central co-ordinating point of disaster-related information. Disasters are considered to be large-scale events that affect regions and may require province-level or even national-level response. The information that is disseminated can include evacuation guidance to travellers via traffic management and information service providers. Information can also include specific disaster response status for the operational needs of various transportation and emergency management agencies. The market package also supports the capability for the disaster-co-ordinating agency to collect information from the transportation agencies, to help maintain a complete picture of the disaster and the status of the response.

H. Borges, G. Knapp, B. Eisenhart 4.2.2 Modified Market Packages

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This section presents and defines the 6 Market Packages from the U.S. National ITS Architecture that were modified to address the new User Services of the Canadian ITS Architecture. The modifications are highlighted in italics. It should be noted that a number of the Market Packages from the U.S. Architecture have been renamed in the Canadian Architecture.

ATIS1 Broadcast Traveller Information This market package provides the user with a basic set of ATIS services; its objective is early notification. It involves the collection of traffic conditions, road conditions, advisories, general public transportation, toll and parking information, incident information, air quality and weather information, and the near real time dissemination of this information over a wide area through existing infrastructures and low cost user equipment (e.g., FM subcarrier, cellular data broadcast). Different from the market package ATMS6--Traffic Information Dissemination--which provides the more basic HAR and DMS information capabilities, ATIS1 provides the more sophisticated digital broadcast service. Successful deployment of this market package relies on availability of real-time traveller information from roadway instrumentation, probe vehicles or other sources.

ATIS2 Interactive Traveller Information This market package provides tailored information in response to a traveller request. Both real-time interactive request/response systems and information systems that push a tailored stream of information to the traveller based on a submitted profile are supported. The traveller can obtain current information regarding traffic conditions, road conditions, transit services, ride share/ride match, parking management, and pricing information. A range of twoway wide-area wireless and wireline communications systems may be used to support the required digital communications between traveller and the information service provider. A variety of interactive devices may be used by the traveller to access information prior to a trip or en-route, including phone, kiosk, Personal Digital Assistant, personal computer, and a variety of in-vehicle devices. Successful deployment

H. Borges, G. Knapp, B. Eisenhart of this market package relies on availability of real-time transportation data from roadway instrumentation, probe vehicles or other means.

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ATMS01 Traffic Network Flow Monitoring This market package includes traffic detectors, road condition sensors, environmental sensors, other surveillance equipment, the supporting field equipment, and wireline communications to transmit the collected data back to the centre which uses the data (traffic management, maintenance management, or archive data management). The derived data can be used locally such as when traffic detectors are connected directly to a signal control system or remotely (e.g., when a CCTV system sends data back to the Traffic Management Subsystem). The data generated by this market package enables the operators of the centres to monitor traffic environmental and road conditions, identify and verify incidents, detect faults in indicator operations, and collect census data for traffic strategy development and long range planning. The collected data can also be analysed and made available to users and the Information Service Provider Subsystem.

ATMS08 Incident Risk Prediction System This market package manages both predicted and unexpected incidents so that the impact to the transportation network and traveller safety is minimised. Requisite incident detection capabilities are included in the freeway control market package and through the regional co-ordination with other traffic management and emergency management centres, weather service entities, and event promoters supported by this market package. Information from these diverse sources are collected and correlated by this market package to detect and verify incidents and implement an appropriate response. This market package provides Traffic Management Subsystem and Maintenance Management Subsystem equipment that supports traffic operations/maintenance personnel in developing an appropriate response in co-ordination with emergency management and other incident response personnel to confirmed incidents. The response may include traffic control strategy modifications and presentation of information to affected travellers using the Traffic Information

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Dissemination Market Package. The same equipment assists the operator by monitoring incident status as the response unfolds. The co-ordination with emergency management might be through a CAD system or through other communication with emergency field personnel. Co-ordination between traffic and maintenance operations, as well as assets such as tow trucks are also included.

CVO05 International Boarder Crossing Clearance This market package provides for automated clearance specific to international border crossings for both commercial and private vehicles. This package augments the electronic clearance package by allowing interface with customs-related functions and permitting NAFTA required entry and exit from Canada to the U.S.

EM1 Emergency Response Management This market package provides the computer-aided dispatch systems, emergency vehicle equipment, and wireless communications that enable safe and rapid deployment of appropriate resources to an emergency. Co-ordination between Emergency Management Subsystems supports emergency notification and co-ordinated response between agencies. Existing wide area wireless communications would be utilised between the Emergency Management Subsystem and an Emergency Vehicle to enable an incident command system to be established and supported at the emergency location. The Emergency Management Subsystem would include hardware and software for tracking the emergency vehicles. Public safety, traffic management, maintenance management and many other allied agencies may each participate in the co-ordinated response managed by this package.

5. PHYSICAL ARCHITECTURE The Physical Architecture provides agencies with a physical representation (though not a detailed design) of the important ITS interfaces and major system components. It provides a high-level structure around the processes and data flows defined in the Logical Architecture. The Physical Architecture takes the processes identified in the Logical Architecture and assigns them to Subsystems.

H. Borges, G. Knapp, B. Eisenhart The Physical Architecture identifies the key ITS system components and provides a physical representation of the principal interfaces between the components. The components defined by the Physical Architecture are Subsystems and Terminators. Interfaces defined in the Physical Architecture are Architecture Flows.

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5.1 Subsystems Subsystems are the principle structural element of the Physical Architecture and represent the functions identified within the Architecture. The Canadian ITS Architecture includes all 19 of the Subsystems defined in the U.S. National ITS Architecture, as well as 4 additional Subsystems, for a total of 23 Subsystems. The following subsections examine the 4 new Subsystems.

5.1.1

Maintenance Management The Maintenance Management Subsystem performs several functions relating to Operations and

Maintenance of the roadway infrastructure. The first of these is management of fleets of maintenance, construction, or special service vehicles. The subsystem receives vehicle location, vehicle status, and the output of sensors (such as environmental or road surface sensors) from maintenance vehicles and performs vehicle dispatch, routing, and asset management. The second main function of the Subsystem is work zone management. This includes systems that gather, store, and disseminate information relating to work zones. Additionally, the Subsystem participates in incident management by initiating incident notification, or by participating in incident response. It manages traffic in the vicinity of the work zone and advises drivers of work zone. The subsystem can manage and track construction and maintenance activities, co-ordinating with other subsystems (such as Traffic Management). The Subsystem can schedule and manage the location and usage of maintenance assets (such as portable dynamic message signs). These information systems are used by roadway maintenance

H. Borges, G. Knapp, B. Eisenhart personnel, roadway construction personnel, or other work crew personnel assigned to highway construction and maintenance.

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5.1.2

Maintenance Vehicle This subsystem resides in a maintenance vehicle and provides the sensory, processing, storage,

and communications functions necessary to perform the operations and maintenance functions of the Maintenance Management subsystem. The Maintenance Vehicle subsystem (MVS) provides two-way communications between maintenance vehicle drivers and the operators of the Maintenance management subsystem. The MVS contains the capability to provide location and status of the maintenance vehicle. The MVS may also contain vehicle system, environmental or roadway sensors, whose outputs can be communicated to the Maintenance Management subsystem either manually, or in an automated fashion.

5.1.3

Intermodal Terminal The Intermodal Terminal subsystem represents the terminal areas corresponding to modal change

points. This would include any interfaces between roadway freight transportation and air, rail, and/or water shipping modes. The basic unit of cargo handled by the Intermodal Terminal subsystem is the container; less-than-container load handling will typically be handled at a different facility. The Intermodal Terminal Subsystem is responsible for efficiently handling the movement of freight containers between transport modes. This can include electronic gate control for entrance and exit from the facility, automated guidance of vehicles within the facility, alerting appropriate parties of container arrivals and departures, and inventory and location of temporarily stored containers. The subsystem also provides support for customs agencies to perform their functions, where international cargo may be handled and may also implement commercial vehicle inspection capabilities to ensure safety.

H. Borges, G. Knapp, B. Eisenhart 5.1.4 Intermodal Container The Intermodal Container subsystem includes the sensors and systems incorporated into an intermodal container. Containers are strengthened and stackable boxes that carry freight and allow horizontal and vertical transfers between modes (truck transport, rail, or marine vessel). The most basic capability of the Intermodal Container subsystem is to provide a unique identification via wireless interrogation. The Intermodal Container Subsystem can also have the capability to sense cargo conditions, including temperature, controlled atmosphere integrity, status of control systems (like refrigeration), peak and total shock/vibration, and any other aspects peculiar to the specific cargo. The Subsystem can potentially support the determination of location and the communication of that location to appropriate infrastructure elements, either on demand or as part of a periodic status reporting activity. The subsystem also can support a number of security measures suitable for Customs

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preclearance. The intermodal container subsystem must also function as an integrated unit with a chassis and the Commercial Vehicle subsystem for roadway transport.

5.2 Terminators Terminators define the boundary of the Architecture and represent the people, systems, and general environment that interface to ITS. The Physical Architecture defines 71 Terminators. Of the 71 Terminators, 14 were developed to address the new User Services of the Canadian ITS Architecture. It should be noted that 3 Terminators from the U.S. National ITS Architecture (Construction and Maintenance, Intermodal Freight Depot, and Intermodal Freight Shipper) are represented by new Subsystems in the Canadian ITS Architecture. The 14 new Terminators are: Customs Agency Disaster Command Authority Distribution and Logistics Management Provider Freight Consolidation Station

H. Borges, G. Knapp, B. Eisenhart Intermodal Chassis Intermodal Customer Intermodal Terminal Operator Maintenance Operator Maintenance Vehicle Maintenance Vehicle Driver Medical Facility Meteorological Service Provider Other Intermodal Fleet Management System Other Roadside

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5.3 Architecture Flows Architecture Flows represent the information that is exchanged between Subsystems, and between Subsystems and Terminators. Each Architecture Flow contains one or more Data Flows from the Logical Architecture. The Canadian ITS Architecture includes 96 Architecture Flows in addition to the 309 of the U.S. National ITS Architecture for a total of 405 Architecture Flows. These new Architecture Flows are necessary to enable the new User Services.

6. LOGICAL ARCHITECTURE The Logical Architecture defines what has to be done to support the User Services of the Canadian ITS Architecture. It defines the processes that perform ITS functions and the information or Data Flows that are shared between these processes. The Logical Architecture consists of Process Specifications, Data Flow Diagrams, and Data Dictionary Entries. The Logical Architecture can be considered an "Essential Model" because it is not technology specific, nor does it dictate a particular implementation. This implementation independence makes the Logical Architecture accommodating to

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innovation, scalable from small scale implementations to large regional systems, and supportive of widely varied system designs. To begin defining the Logical Architecture, the User Service Requirements for the new Canadian User Services were identified. User Service Requirements provide specific functional statements of what must be done to support a User Service. User Service Requirements were defined for the new User Services of the Canadian ITS Architecture. The requirements for the remaining User Services are were adopted from those of the U.S. National ITS Architecture. Process Specifications are textual definitions of the most detailed processes identified in the Logical Architecture and includes an overview, a set of functional requirements, and a complete set of inputs and outputs. The Canadian ITS Architecture includes all the Process Specifications of the U.S. National ITS Architecture. In addition, 54 new Process Specifications were developed to address the new User Service Requirements. In addition to the new Process Specifications, 13 new Data Flow Diagrams were developed for the Logical Architecture. Data Flow Diagrams show the Process Specifications that are required for ITS and the information that moves between these functions. Data Flows in the Logical Architecture represent the movement of information that is captured in a Data Flow Diagram. Information can be transferred between Process Specifications or between a Process Specification and a Terminator in the Logical Architecture. Data Flows represent "data in motion" in ITS. Data flows are aggregated together to form higher level Architecture Flows in the Physical Architecture. The Logical Architecture of the Canadian ITS Architecture defines 3,640 Data Dictionary Entries, 307 were developed in addition to those from the U.S. National ITS Architecture.

H. Borges, G. Knapp, B. Eisenhart 7. NEXT STEPS As the development and definition of Version 1.0 of the Canadian ITS Architecture nears completion, efforts must now be concentrated on subsequent follow-on support activities. These activities include: promote awareness of the Architecture, training as to how to use the Architecture, maintenance of the Architecture, and further development and enhancement of the Architecture.

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The development of the Canadian ITS Architecture has given rise to the possibility to further develop both the Canadian and U.S. Architectures in an iterative process. As presented in this report, the Canadian ITS Architecture has been developed to include a number of ITS services that are not contained in the U.S. National ITS Architecture, but are relevant to the U.S. For example, the next anticipated User Service to be added to the U.S. National Architecture is Construction and Maintenance. This User Service is in the Canadian ITS Architecture. It should be noted that the Canadian work is not necessarily to the same level of detail as the U.S. work. However, the Canadian work does provide early development work that the U.S. can draw upon and use as input for stakeholder consultations. Once the U.S. adds new User Services, the Canadian ITS Architecture can adapt the more detailed components, as has been done for the initial development. The following points of action have been proposed as necessary in order to provide ongoing architecture training and maintenance, and co-ordinated participation in standards efforts: Transport Canada should consider utilising the partnership with ITS Canada in order to facilitate ongoing roles related to the Canadian ITS Architecture and Standards.

H. Borges, G. Knapp, B. Eisenhart An Architecture and Standards committee should be maintained under the Transport Canada/ITS Canada partnership in order to co-ordinate the various ongoing roles related to architecture and standards. An architecture training and support program should be undertaken over the coming six month to one year timeframe. The program would incorporate both an executive level half day presentation, as well as an additional day and a half of more in-depth examination of the Architecture. These training sessions should be presented in each of the following regions: Atlantic Canada, Quebec, Ontario, the Western Provinces and British Columbia. Early in the year 2001, a program should be initiated to generate an updated release of the Architecture, reflecting the revisions to the U.S. work anticipated to be released as Version 4.0

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REFERENCES IBI Group. A Review of ITS Architecture Development Within the Canadian Context. Report prepared for Transport Canada. United States of America Department of Transportation. The National ITS Architecture (CD-ROM), Version 3.0

H. Borges, G. Knapp, B. Eisenhart FIGURE 1 DEVELOPMENT PROCESS FOR THE CANADIAN ITS ARCHITECTURE

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START UP

SYNTHESIS OF CURRENT STATUS IDENTIFICATION OF DRAFT ITS ARCHITECTURE FRAMEWORK TECHNICAL ASSESSMENT NEXT STEPS HIGH LEVEL PHYSICAL ARCHITECTURE

HIGH LEVEL LOGICAL ARCHITECTURE STAKEHOLDER CONSULTATIONS

H. Borges, G. Knapp, B. Eisenhart FIGURE 2 Comparison of ITS Architecture Technical Definitions

PHYSICAL ARCHITECTURE LOGICAL ARCHITECTURE Process Specifications Terminators (60) Data Flows User Services Requirements Data Dictionary Architecture Flows (309) Equipment Packages (138) Subsystems (19) Market Packages (63)

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User Services (31)

Standards Requirements

2a U.S. National ITS Architecture

LOGICAL ARCHITECTURE User Services (35) and User Sub-Services (90) Process Specifications

PHYSICAL ARCHITECTURE Subsystems (23) Market Packages (79)

Data Flows Detailed Requirements Data Dictionary

Terminators (71) Standards Requirements Architecture Flows (405)

2b Canadian National ITS Architecture

H. Borges, G. Knapp, B. Eisenhart TABLE 4.1 Mapping of User Service Bundles Canadian ITS Architecture Traveller Information Services Traffic Management Services Public Transport Services Electronic Payment Services Commercial Vehicle Operations Emergency Management Services Vehicle Safety and Control Systems Information Warehousing Services U.S. National ITS Architecture Travel And Traffic Management Travel And Traffic Management Public Transportation Management Electronic Payment Commercial Vehicle Operations Emergency Management Advanced Vehicle Safety Systems Information Management

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1. 2. 3. 4. 5. 6. 7. 8.

1. 1. 2. 3. 4. 5. 6. 7.

H. Borges, G. Knapp, B. Eisenhart TABLE 4.2 Mapping of User Services Canadian ITS Architecture 1.1. Traveller Information

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1.2. 1.3. 1.4. 2.1. 2.2. 2.3. 2.4. 2.5. 2.6. 2.7. 2.8. 3.1. 3.2. 3.3. 3.4. 4.1. 5.1. 5.2. 5.3. 5.4. 5.5. 5.6. 6.1. 6.2. 6.3. 6.4. 7.1. 7.2. 7.3. 7.4. 7.5. 7.6. 8.1. 8.2.

U.S. National ITS Architecture Traveler Services Information En-Route Driver Information Pre-Trip Travel Information Route Guidance and Navigation Route Guidance Ride Matching and Reservation Ride Matching And Reservation Traveller Services and Reservations Traveler Services Information Traffic Control Traffic Control Incident Management Incident Management Travel Demand Management Travel Demand Management Environmental Conditions Management Emissions Testing And Mitigation Operations and Maintenance *Developed for Canadian ITS Architecture Automated Dynamic Warning and Enforcement *Developed for Canadian ITS Architecture Non-Vehicular Road User Safety *Developed for Canadian ITS Architecture Multi-Modal Junction Safety and Control 1.10. Highway-Rail Intersection Public Transport Management 2.1. Public Transportation Management En-Route Transit Information 2.2. En-Route Transit Information Demand Responsive Transit 2.3. Personalized Public Transit Public Travel Security 2.4. Public Travel Security Electronic Payment Services 3.1. Electronic Payment Services Commercial Vehicle Electronic Clearance 4.1. Commercial Vehicle Electronic Clearance Automated Roadside Safety Inspection 4.2. Automated Roadside Safety Inspection On-board Safety Monitoring 4.3. On-Board Safety Monitoring Commercial Vehicle Administrative Processes 4.4. Commercial Vehicle Administrative Processes Intermodal Freight Management *Developed for Canadian ITS Architecture Commercial Fleet Management 4.6. Commercial Fleet Management Emergency Notification and Personal Security 5.1. Emergency Notification And Personal Security Hazardous Material Planning and Incident 4.5. Hazardous Material Incident Response Response Disaster Response and Management *Developed for Canadian ITS Architecture Emergency Vehicle Management 5.2. Emergency Vehicle Management Vehicle-Based Collision Avoidance 6.1. Longitudinal Collision Avoidance 6.2. Lateral Collision Avoidance Infrastructure-Based Collision Avoidance 6.3. Intersection Collision Avoidance Sensor-Based Driving Safety Enhancement 6.4. Vision Enhancement For Crash Avoidance Safety Readiness 6.5. Safety Readiness Pre-Collision Restraint Deployment 6.6. Pre-Crash Restraint Deployment Automated Vehicle Operation 6.7. Automated Vehicle Operation Weather and Environmental Data Management *Developed for Canadian ITS Architecture Archived Data Management 7.1. Archived Data Function 1.5. 1.2. 1.1. 1.3. 1.4. 1.5. 1.6. 1.7. 1.8. 1.9.

H. Borges, G. Knapp, B. Eisenhart TABLE 4.3 User Sub-Services of the Canadian ITS Architecture 1.1.1 Broadcast Traveller Information 1.1.2 Interactive Traveller Information

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2.7.1 Mixed Use Warning Systems 2.7.2 Automated Non-Vehicular Road User Protection 1.1.3 Real-Time Ridesharing Information 2.8.1 Basic At-Grade Crossing Control 1.2.1 Autonomous Route Guidance 2.8.2 Advanced At-Grade Crossing 1.2.2 Dynamic Route Guidance 2.8.3 Modal Operations Co-ordination 1.2.3 ISP-Based Route Guidance 3.1.1 Transit Vehicle Tracking 1.2.4 Traffic Estimation and Prediction 3.1.2 Transit Fixed-Route Operations 1.2.5 In-Vehicle Signing 3.1.3 Passenger and Fare Management 1.3.1 Ride Matching 3.1.4 Transit Maintenance 1.3.2 Real-Time Ride Matching 3.1.5 Multi-Modal Co-ordination 1.4.1 Traveller Yellow Pages 3.1.6 Multi-Modal Connection Protection 1.4.2 Services Purchases and Reservations 3.2.1 En-Route Transit Information 1.4.3 Parking Facility Management 3.3.1 Demand Responsive Transit 1.4.4 Regional Parking Management 3.4.1 Public Travel Security 2.1.1 Traffic Network Flow Monitoring 4.1.1 Electronic Toll Collection 2.1.2 Surface Street Control 4.1.2 Electronic Parking Payment 2.1.3 Highway Control 4.1.3 Transit Services Payment 2.1.4 Regional Traffic Control 4.1.4 Traveller Services Payment 2.1.5 Traffic Information Dissemination 5.1.1 Electronic Clearance 2.1.6 Virtual TMC 5.1.2 International Border Crossing Clearance 2.1.7 Probe-Based Flow Monitoring 5.1.3 Weigh-In-Motion (WIM) 2.1.8 Traffic Estimation and Prediction 5.2.1 Inspection Support Systems 2.2.1 Incident Management Co-ordination 5.2.2 Automated Vehicle Safety Read Out 2.2.2 Incident Prediction System 5.3.1 On-Board Safety Monitoring 2.3.1 High Occupancy Vehicle Lane 5.4.1 Commercial Vehicle Administrative Management Processes 2.3.2 Reversible Lane Management 5.5.1 Freight In-Transit Monitoring 2.3.3 Predictive Demand Management 5.5.2 Intermodal Interface Management 2.4.1 Roadway Environmental Sensing 5.6.1 Fleet Administration 2.4.2 Emissions Management 5.6.2 Freight Administration 2.4.3 Road Weather Information System 5.6.3 CVO Fleet Maintenance 2.4.4 Vehicle-Based Sensing 6.1.1 Personal Security 2.5.1 Infrastructure Maintenance 6.1.2 MAYDAY Support Management 2.5.2 Smart Work Zones 6.2.1 Hazardous Material Planning and Incident Response 2.6.1 Dynamic Roadway Warning 6.3.1 Disaster Command and Control 2.6.2 Variable Speed Limit and Enforcement 6.3.2 Disaster Information Dissemination 2.6.3 Signal Enforcement

H. Borges, G. Knapp, B. Eisenhart TABLE 4.3 User Sub-Services of the Canadian ITS Architecture (Contd) 6.4.1 6.4.2 7.1.1 7.1.2 7.1.3 7.1.4 7.2.1 7.2.2 7.3.1 Emergency Response Management Emergency Vehicle Routing Lateral Warning Systems Lateral Collision Avoidance Longitudinal Warning Systems Longitudinal Collision Avoidance Intersection Collision Warning Intersection Collision Avoidance Sensor-based Driving Safety Enhancement 7.4.1 7.4.2 7.5.1 7.6.1 8.1.1 8.1.2 8.1.3 8.2.1 8.2.2

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Vehicle Safety Monitoring Driver Safety Monitoring Pre-Collision Restraint Deployment Automated Vehicle Operation Roadway and Weather Data Fusion Environmental Information Dissemination Roadway Meso and Micro Prediction Archived Data Mart Archived Data Warehouse

8.2.3 Archived Data Virtual Warehouse