Intelligent Transportation Systems (ITS)

National ITS Architecture Transit Guidelines

Executive Summary National ITS Architecture Transit Guidelines Executive Summary

Prepared for

U.S. Department of Transportation

Prepared by

PB Farradyne Inc.

January 1997 National ITS Architecture Transit Guidelines Executive Edition provides firm guidance and recommended practices for developing and deploying 1 INTRODUCTION transit ITS applications, and useful informa- tion (lessons learned) from transit agencies that have deployed ITS systems. The "If you are interested in improving Technical Edition also explains how to transit service, increasing ridership, apply the National ITS Architecture when assisting transit operators, and reducing developing and deploying transit ITS operating costs, you should read this applications. booklet.”

How would you like to make your transit system safer and more attractive to 2 ISTEA customers? How would you like to use your transit resources more efficiently? By incorporating Intelligent Transportation Traffic congestion has become a major Systems (ITS) into your transit system and problem in many urban areas in the United applying the National ITS Architecture, this States. Congestion results in lost produc- can become a reality. If you are interested tivity, additional accidents, Increased fuel in improving transit service, increasing usage and air pollution, and less leisure ridership, assisting transit operators, and time. reducing operating costs, you should read this booklet. "... the construction of more roadways and roadway lanes was no longer This booklet is intended for transit feasible or credible in many areas as board members and senior manage- the primary solution to traffic ment. It provides general information on congestion.” ITS and the National ITS Architecture with respect to transit, and highlights the For many years, state highway benefits of each Section 2 briefly departments and localities responded to discusses the Intermodal Surface traffic congestion problems by simply and Transportation Efficiency Act of 1991 effectively building more roadways and (ISTEA), which led to the National ITS roadway lanes. In the 1980’s, transpor- Program and the National ITS Architecture. tation planners began facing greater public Section 3 provides an overview of ITS, concerns about land use, highway safety, examples of ITS applications for transit, environmental sensitivity, and transpor- benefits of transit ITS, and examples of tation efficiency In addition, government where these benefits have accrued. budgets were shrinking. Construction of Section 4 discusses the National ITS additional lanes to handle increasing traffic Architecture, its benefits, and its importance. loads became more expensive due to higher land and roadway construction costsAs a result, the construction of more If you are interested in additional roadways and roadway lanes was no information on ITS and the National ITS longer feasible or credible in many areas Architecture with respect to transit, refer to as the primary solution to traffic congestion. the supplemental publication, National ITS Architecture Transit Guidelines Technical These concerns and problems led to Edition. The Technical Edition is written for passage of ISTEA, which signifies the transit project management and staff. It completion of the Interstate Highway National ITS Architecture Transit Guidelines Executive Edition Program. The primary purpose of ISTEA is make them more efficient and customer ". . . to develop a National Intermodal service-oriented. In addition to reducing Transportation System that is economically traffic congestion, ITS helps transportation efficient, environmentally sound, provides operators by improving transportation the foundation for the Nation to compete in system management, increasing system the global economy and will move people efficiency, and reducing operating costs and goods in an energy efficient manner.” ITS also increases safety, comfort, and convenience, making transportatron Provisions of ISTEA that promote and relate systems more attractive to customers, thus to transit include the following: increasing the potential for additional State and local governments are given ridership and revenue more flexibility in determining transpor- ITS applications existed prior to ISTEA. tation solutions, whether transit or Examples include electronic destina- highways. tion signs, bus tracking systems, and Multimodal and intermodal transpor- electronic boxes. However, ISTEA led tation systems are promoted. to the creation of a formal ITS program. ISTEA provides highway and transit funding flexibility, identical matching shares, additional use of the trust fund, Intelligent Transportation Systems -more than just highways and an expanded research program. I I Transit capital improvements are eligible for funding under the Surface Transportation Program (STP) and National Highway System (NHS). Private sector funding for transpor- tation improvements is allowed and encouraged. New technologies, such as ITS, are funded and strongly encouraged.

The goals of ITS, as stated in the National ITS Program plan, echo the goals of ISTEA: 3 lNTELLlGENT Improve the safety of the Nation’s TRANSPORTATION surface transportation system SYSTEMS (ITS) Increase the operational efficiency of the Nation’s surface transportation system ITS makes transportation systems Reduce energy and environmental "more efficient and customer service- costs associated with traffic congestron oriented”. Enhance present and future produc- ITS offers an alternative to traditional tivity measures in addressing transportation problems and needs. It applies advanced technologies to transportation systems to National ITS Architecture Transit Guidelines Executive Edition

l Enhance the personal mobility and the (for in-vehicle and in-terminal ), convenience and comfort of the surface to major systems, such as transit vehicle transportation system tracking. Transit ITS applications typically fall into the APTS classification, but may l Create an environment in which the also fall under classifications such as development and deployment of ITS ATMS, ATIS and AVCS. The terms “transit can flourish ITS” and "APTS" are often used inter- ITS consists of six major components, or changeably. classifications, some of which overlap. The Transit ITS applications are often major ITS components are: categorized broadly under four different sets of services or technologies. The categories are fleet management, traveler information, electronic fare payment, and transportation demand management. Examples of transit ITS applications, under their respective categories, include the following:

Fleet Management

l Transit management centers

l Transit vehicle tracking l Advanced Public Transportation Systems (APTS) l Transit operations software (for fixed- route bus, , and rail) l Advanced Transportation Management Systems (ATMS) l Geographic Information Systems (GIS)

l Automatic Passenger Counters (APC) l Advance Traveler Information Systems

(ATIS) l Traffic signal preferential treatment l Commercial Vehicle Operations (CVO) l Vehicle diagnostics l Advance Vehicle Control Systems l Collision avoidance (AVCS) Traveler Information l Advanced Rural Transportation

Systems (ARTS) l Pre-trip and en-route transit information

l In-terminal/wayside information systems

3.1 Transit ITS Examples l In-vehicle information systems (auto- matic annunciation)

l Multimodal traveler information “Transit ITS applications range from . . . video cameras (for in-vehicle and in- Electronic Fare Payment terminal surveillance), to... transit vehicle tracking. " l Automated fare payment systems

l Multi-operator integrated fare systems There are many ITS applications for transit. Transit ITS applications range from basic electronic devices, such as video cameras National ITS Architecture Transit Guidelines Executive Edition Transportation Demand Management emergencies or crises (e.g., crimes in progress, medical emergencies). Transit l Real-time ridesharing vehicle tracking systems are being used by l Mobility manager several transit agencies in the United States. Over the past four years, their use l High Occupancy Vehicle (HOV) facility operations has increased more than 200 percent. As of December 1996, there are approximately A few of these transit ITS applications are 58 transit vehicle tracking systems in briefly discussed below operation, under installation, or being planned. Transit Vehicle Tracking Pre-Trip Transit Information

L - -I Transit vehicle tracking systems determine the real-time location of transit vehicles and Pre-trip information is information provided transmit the locations to the dispatch to the traveler prior to his or her departure. center where they appear on a For transit, pre-trip information may Include computerized map. Transit vehicle transit routes, schedules, , and other tracking employs Automatic Vehicle pertinent information. The most common Location (AVL) and Computer-Aided media employed are touch-tone telephones Dispatch (CAD) technologies. There are and human operators. Other systems use several different technologies that are used the Internet, pagers, personal communica- to perform the AVL function. These include tions devices, cable television, and kiosks. the Global Positioning System (GPS), Although currently not available,it is signpost/, dead-reckoning, and a anticipated that interactive television will be combination of these. GPS is the most used to provide pre-trip information in the commonly used AVL technology. future.

Vehicle location information may be used for a number of purposes. These include correcting deviations in service (on-time performance), improving operations and planning (scheduling and run-cutting), providing input to traveler information systems, and locating vehicles in times of National ITS Architecture Transit Guidelines Executive Edition of monetary transactions to one per issuing Automated Fare Payment Systems period. Stored-value fare cards contain value worth more than one transit fare. Each time the fare card is used, the cost of the trip IS deducted from the card. Passenger account fare systems currently do not exist, but are possrble. If such systems existed, a customer would be charged automatically each time he or she received transit service, and would be billed instantly (like debit cards) or periodically (like credit cards). Fare systems based on passenger accounts would be advantageous for paratransit operations. Multi-use electronic coin purse systems use cards that contain stored value, like stored-value fare cards. However, multi-use electronic coin purse Automated fare payment systems allow cards can be used for transit trips and passengers to pay for their transit trips small purchases from cooperating electronically, using a card instead of merchants. In cashless purchase fare directly using cash. They employ elec- systems, fare media (transit tickets) are tronic communication, data processing, purchased with a bank card or credit card. and data storage technologies. Automated These systems eliminate the need for fare payment systems allow a common fare customers to carry cash to pay for transit card to be used for multiple transit modes service. and provide the means for multiple operators to honor the same card. They Traffic Signal Preferential Treatment enable automated accounting of transfers and simplify ridership data collection.

Several types of automated fare payment systems/methods exist or are proposed by transit agencies. They include transit passes, stored-value fare cards, fare systems based on passenger accounts, multi-use electronic purses, and cashless purchase systems. Transit agencies may use one or a combination of these systems/methods. Two types of media (technology) are most widely used or being pursued by transit agencies for these fare payment systems/methods. The first type is a magnetic stripe card. The second type Traffic signal preferential treatment allows is a smart card which contains an and vehicles to have limited imbedded integrated circuit. control over traffic signals. These systems grant preference to a transit vehicle by Transit passes,which are valid for a allowing the vehicle to preempt a traffic specific period of time, reduce the number signal upon its approach. This gives transit National ITS Architecture Transit Guidelines Executive Edition vehicles a mobile advantage over passen- allows transit agencies to serve routes ger and commercial vehicles, and reduces with fewer buses while retaining transit trip times. frequency, or serve routes with the same number of buses while increasing Two methods are used for signal frequency. Traffic signal preferential preemption. The first employs a special treatment helps transit to compete transmitter on the transit vehicle and a better with the automobile. By pre- companion receiver located at or near the empting traffic signals at intersections, signalized intersection. As the vehicle ap- buses and light rail vehicles are allowed proaches the signal, the receiver identifies to reduce trip times. the vehicle from its transmission and either Transit operations software and GIS holds the light green or changes it to green increase the accuracy and speed of until the vehicle passes through the dispatching, provide route and intersection. The second method ties the schedule optimization, and provide transit agency’s AVL system with the traffic coordination between modes (e.g., signal system. As the transit vehicle ap- fixed-route bus with paratransit). proaches the traffic signal, the AVL system provides the traffic signal the proper cue to Automated fare payment systems grant the transit vehicle preference. increase fare collection throughput and reduce delays at fare gates. In addi- tion, automated fare payment systems 3.2 Transit ITS Benefits can reduce costs associated with maintenance and cash handling costs. “First, ITS improves transit efficiency Automatic data collection systems (e.g., and thus helps to reduce operating automatic passenger counters), transit costs . ..” operations software, and GIS help improve transit planning and manage- Why invest scarce resources in deploying ment. ITS? Because, ITS can provide numerous benefits to transit. First, ITS improves Automatic data collection systems and transit efficiency and thus helps to reduce in-vehicle video surveillance systems operating costs in the following ways: keep fraudulent claims down in accident cases involving transit l Automatic vehicle diagnostics, which vehicles In addition, in-vehicle video can be interfaced with AVL systems, surveillance systems act as a deterrent reduce the number of major break- to vandalism. downs by reporting potential vehicle problems before serious damage increases safety, occurs, and extends the life of vehicles " Se cond, ITS comfort, and convenience for by providing input for vehicle mainte- passengers, and thus increases nance scheduling. attractiveness to customers...” l Transit vehicle tracking and traffic signal preferential treatment systems Second, ITS increases safety, comfort, and provide more efficient and on-time convenience for passengers, and thus operations, making transit more attrac- increases attractiveness to customers in tive to passengers and thus increasing the following ways: the potential for additional ridership and l Traveler information systems provide revenue. Traffic signal preferential travelers useful and desired transit treatment also reduces run times, which information (e.g., routes, schedules, National ITS Architecture Transit Guidelines Executive Edition fares, parking availability) conveniently tion, and minimizing operator interfaces through a variety of media. Transit for many functions. vehicle tracking provides a tool for Automated fare payment systems supplying passengers with real-time relieve drivers of the fare collection route and schedule information. task. In-vehicle information systems, such as Automatic passenger counters and next-stop audio and visual annuncia- next-stop annunciators allow vehicle tors, make transit easier for the transit operators to concentrate on driving. novice, visually impaired, and hearing Next-stop annunciators also satisfy impaired to use, and assist passengers requirements of the Americans With in identifying stops during periods of Disabilities Act (ADA). poor visibility. Several ITS applications improve Automated fare payment systems make vehicle operator safety, such as those fare payment more convenient for discussed above for transit passen- passengers. gers. Video surveillance systems increase safety and security by deterring violent " Fourth , ITS promotes an intermodal or criminal activity in transit vehicles transportation system and helps transit and facilities. Surveillance systems and compete with the automobile.” silent alarms aid in rescue efforts if these activities occur. Fourth, ITS promotes an intermodal trans- portation system and helps transit compete Transit vehicle tracking decreases with the automobile. response time in cases of medical and security emergencies since the dis- l ITS helps transit to maintain or perhaps patcher knows immediately where to even increase its share of the send help. transportation market, by creating an environment for an intermodal transpor- AVCS, such as on-vehicle collision tation system and by making transit avoidance devices (future technology), more efficient and attractive to will reduce transit vehicle collisions, travelers. improving safety and reducing costs and insurance claims. ITS is being, and will continue to be, applied to highways, roads, and automo- “Third, ITS assists transit operations biles, making auto travel more desirable managers and vehicle operators... thus than ever. Without the application of ITS to helping them to perform a better job...” transit, transit will continue to lose ridership to the automobile. Third, ITS assists transit operations managers and vehicle operators by automating many of their labor-intensive 3.3 Transit ITS Success duties. ITS makes their jobs easier and allows them to focus on important issues, Stories thus helping them to perform a better job in the following ways Two common concerns within the transit industry about ITS include the cost of ITS l Transit operations software and GIS and whether ITS will have a significantly assist dispatchers by automating and favorable effect on operations. Some early optimizing route and schedule informa- documented results show quantifiable Executive Edition benefits of transit ITS technologies. These minutes. A dispatcher in Denver be- results will help dispel many of the lieves that their AVL/CAD system has concerns transit agencies have about ITS. literally saved the lives of some passen- gers. Some of the results are presented below and grouped according to the particular Pre-TripTransit Information ITS application. As ITS applications l Although few quantifiable results of mature, additional results will be available. advanced traveler information systems It should be noted that, like any new exist, many transit agencies believe that technology or system, problems initially this ITS component is desirable and exist and that these problems are worked even necessary. Many transit agencies out as the technology or system evolves feel that transit information is necessary and matures. to be competitive with other modes in today’s information-rich environment. Transit Vehicle Tracking The Maryland Mass Transit Administra- Automated Fare Payment Systems tion reported a 23 percent improvement New Jersey Transit reported a 12 in on-time performance by AVL- percent increase in revenue since the equipped buses. introduction of its automated fare pay- The Kansas City Area Transportation ment system. Authority reported a 12 percent Automated fare payment systems can improvement in schedule adherence reduce and short- after the first year of AVL operations. changing that occur in cash payment The analysis of actual run times on all and handling systems. Ventura County, routes over an extended period of time California projects a savings of up to allowed a reduction in the scheduled $95 million per year due to the run time for several routes, with fewer reduction in this factor alone buses operating on those routes and no reduction in service to the customer. Automated fare payment systems pro- The result was a savings in both duce revenues due to interest on the operating expense and capital “float” or unused portion of the card. A expense, which allowed Kansas City to transit agency retains the total value of amortize their AVL investment in two the card until it is actually used New years. York City Transit estimates a yearly revenue gain of millions of dollars from Preliminary data from Milwaukee show the float when its metro card system is a 28 percent decrease in the number of fully implemented. late buses. “Late” is defined as being greater than one minute behind sched- Transit Operations Software ule. l The Winston-Salem Transit Authority AVL/CAD systems have helped reduce evaluated their computer-aided dis- response times in cases of medical and patch and scheduling system for a security emergencies. The fact that a paratransit fleet of 17 buses. While the dispatcher can pinpoint a vehicle at all client list grew from 1,000 customers to times and is able to advise the police of 2,000 customers over a six-month the nature of the problem, has period and vehicle-miles per passen- produced a reduction in response time ger-trip grew five percent, operating from over 10 minutes to less than 2 expense dropped two percent per National ITS Architecture Transit Guidelines Executive Edition passenger-trip and nine percent per multimodal, Intelligent Transportation vehicle-mile. These improvements oc- Systems. Like the Federal Interstate High- curred at the same time as service way System, the National ITS Architecture improvements, including establishment is a blueprint that provides a top-down of same day reservations which grew to approach for developing a seamless account for 10 percent of trips, and a transportation system, in this case an decrease in passenger wait time of over Intelligent Transportation System, with 50 percent. consistent character across the United States. The National ITS Architecture Traffic Signal Preferential Treatment fosters a logical and organized approach to ITS deployment that will ease implementa- l Bus travel time in Portland, Oregon was reduced by between five percent and tion of ITS applications and save eight percent by allowing buses to transportation agencies implementation, either extend green time or shorten red operations, and maintenance costs. time by only a few seconds. This ITS There are specific benefits to be gained in application results in faster service for the transit community through informed passengers, and allows the use of application of the National ITS Architecture fewer vehicles to serve a route or methodology, knowledge base, and tools. increase service frequency for a route. The major benefits of the National ITS Architecture are discussed below in Section 4.1. Development of the National ITS Architecture was completed recently (July 1996) thus data on benefits are not 4 NATIONAL ITS yet available. ARCHITECTURE

4.1 National ITS Architecture “Like the Federal interstate Highway Benefits System, the National ITS Architecture is a blueprint that provides a top-down approach for developing a seamless transportation system...” “The National ITS Architecture guides regions in developing integrated and compatible, multimodal Intelligent Individual ITS applications provide incre- Transportation Systems that provide mental benefits and improvements to the even more benefits to customers and current transportation system. When tied transportation agencies.” together to form an integrated system (both integrated transit system and integrated Using the National ITS Architecture multimodal system), ITS delivers much increases the benefits provided by ITS. greater benefits and improvements. The The National ITS Architecture guides trans- National ITS Architecture was developed to portation agencies in interconnecting do just that, in addition to providing a individual ITS applications, such as transit number of other important functions. vehicle tracking systems and passenger information systems. Individually these The National ITS Architecture provides a applications provide their own benefits framework for state and regional Together, due to synergy, they provide transportation agencies to develop and additional benefits. For example, operating implement integrated and interoperable, alone, a transit vehicle . National ITS Architecture Transit Guidelines Executive Edition

provides a transit agency the real-time location of its vehicles and a passenger information system provides travelers static route and schedule information. When these applications are connected, they provide real-time transit vehicle route and

schedule information to travelers. -Plan system deployment and implementation The National ITS Architecture guides regions in developing integrated and compatible, multimodal Intelligent Transportation Systems that provide even more benefits to customers and transportation agencies. For example, The Eight Main Processes within ITS when traffic information, collected by a transportation agency, is disseminated to the public, travelers may want to switch to “The National ITS Architecture offers a great deal of guidance and a wealth of transit prior to or during their trip. Thus, information on the development and congestion on the highway is reduced, implementation of ITS. It is recom- transit ridership increases, and travelers mended that transit organizations use reach their destinations sooner and under the fruits of the National ITS Architec- less stressful conditions. Also, information ture in their efforts to apply ITS provided to transit agencies from other technologies to transit.” transportation agencies (e g., traffic and incident information) helps transit to The National ITS Architecture provides operate more effectively. For example, a other major benefits as it. transit agency may use traffic or incident information it obtains from a traffic manage- . identifies where standards are needed ment center and incident management for system interoperability (interfaces center to temporarily reroute its vehicles and products) and prioritizes the around a major incident. The National ITS development of these standards. Architecture identifies interfaces such as Transit agencies have expressed that a these where transportation data are tremendous need for ITS standards exchanged. The following figure shows exists. The standards development those processes that exchange data with effort has recently started and will take the manage transit process. several years to complete. It is recom- mended that the transit community get involved in the development of those standards that relate to transit. . is an open-ended framework that allows ITS applications (both transit and traffic) to be added when desired or as needed.

l promotes modular, off-the-shelf prod- ucts that support open-ended lntelli- gent Transportation Systems. In other words, use of the National ITS Architecture discourages dead-end, National ITS Architecture Transit Guidelines Executive Edition closed, and expensive proprietary 4.2 How to Find Out More systems. This reduces costs. Transit About ITS and the National agencies have stated that they discourage proprietary systems and ITS Architecture desire open systems. To find more information on ITS and the provides assistance for procurement National ITS Architecture with respect to and implementation by providing transit, refer to the publication, National ITS product cost estimates and identifying Architecture Transit Guidelines Technical criteria to evaluate system perform- Edition. Additional information on ITS and ance. the National ITS Architecture can be promotes lower-priced ITS equipment obtained from: and components due to economies of l World-Wide Web at: scale and competition through multiple - http://www.its.dot.gov vendors. - http://www,rockwell.com/itsarch identifies new funding sources by - http://www.fta.dot.gov/library/ strongly encouraging private sector technology/APTS/t_its. htm participation in ITS. For example, - http://www.fta.dot.govlfta/library/ Information Service Providers (ISPs) planning/lVHS/ivhs.html that disseminate traveler information are - http://www itsa.org likely to be privately owned and oper- l ITS Joint Program Office, (HVH-1), ated. Federal Highway Administration, U S. assists agencies in developing a Department of Transportation, 400 strategy for phased ITS deployment. Seventh Street SW, Washington, DC 20590, phone: 202-366-9536, fax: 202- builds upon the existing transportation 366-3302 and communications infrastructure. In - the 16 National ITS Architecture some cases, however, current com- documents are available for a fee munications infrastructure may need to (documents may be purchased as a be upgraded to allow for improvements set or individually) in quality or additional capacity. - other documents that may be of provides confidence for transportation interest and obtained from the Joint agencies and elected officials of the Program Office include The National success of ITS by providing a well- Architecture for ITS: A Framework for thought-out plan for the implementation Integrated Transportation in to the of an interoperable, intermodal, Intelli- 21st Century, and Building the ITI: gent Transportation System. Putting the National Architecture into Action

The National ITS Architecture offers a great l Office of Mobility Innovation, (TRI-1O), deal of guidance and a wealth of Federal Transit Administration, U.S. information on the development and Department of Transportation, 400 implementation of ITS. It is recommended Seventh Street SW, Washington, DC that transit organizations use the fruits of 20590; phone: 202-366-4995 the National ITS Architecture in their efforts to apply ITS technologies to transit. l ITS America, 400 Virginia Avenue SW, Suite 800, Washington, DC 20024; phone: (202) 484-4847 National ITS Architecture Transit Guidelines Executive Edition l PB Farradyne Inc , Attn. ITS Planning, 3200 Tower Oaks Blvd., Rockville, MD 20852; phone: 301-816-2760, Internet: [email protected] National ITS Architecture Transit Guidelines Executive Edition

Casey, Robert F., Lawrence N. Labell, Ross Holmstrom, Joseph A. LoVecchio, Carold L.. Schweiger, Terrence Sheehan. 1996. Advanced Public Transportation Systems: The State of the Art Update ‘96. Washington, D.C.: U.S. Department of Transportation, Federal Transit Adminrstration. FTA-MA-26-7007-96-1.

Goeddel, Dennis. 1996. Benefits Assessment of Advanced Public Transportation Svstems Cambridge, Massachusetts: US. Department of Transportation, John A. Volpe Transportation Systems Center. DOT-VNTSC-FTA-96-7.

Jones, William S. 1995. “ITS Technologies in Public Transit: Deployment & Benefits.” Washington, D.C.: U.S. Department of Transportation, ITS Joint Program Office. Photocopied.

MITRE Corporation, The. 1996. lntelligent Transportation Infrastructure Benefits: Expected and Experienced. Washington, D.C.: U.S. Department of Transportation, Federal Highway Administration. FHWA-JPO-96-008.

Mitretek Systems. 1996. Key Findings From The lntelligent Transportation System (ITS) Program: What Have We Learned?. Washington, D.C.: U.S Department of Transportation, Federal Highway Administration. FHWA-JPO-96-0036.

Roberts, Donald L., and Dwight E. Shank. 1995. Assessment of ITS Benefits - Early Results. McLean, Virginia, The MITRE Corporation. MP 95WOOOO192.

U.S. Department of Transportation. 1996. Department of Transportation’s lntelligent Transportation Systems (ITS) Projects. Washington, D.C.: U.S. Department of Transportation, Intelligent Transportation Systems Joint program Office. FHWA-JPO-96-003.

1992. Intermodal Surface Transportation Efficiency Act of 1991, A Summary. Washington, D.C.: U.S. Department of Transportatron. FHWA-PL-92-008. National ITS Architecture Transit Guidelines Executive Edition

ACKNOWLEDGMENTS

PB Farradyne Inc. would like to thank the many individuals, companies, and agencies that provided assistance and input to these documents. As a result, documents with much greater value were created. Those that contributed to this effort were numerous, thus preventing us from mentioning all. The main contributors are listed below.

We would like to thank the following individuals for helping us to characterize the transit audience: l Bruce Ahern, Beaver County Transit Authority, Rochester, PA l Yehuda Gross, Maryland Mass Transit Administration, Baltimore, MD l Lou Ha, Regional Transportation District, Denver, CO l Eric Marx, Prince William County PRTC, Woodbridge, VA l Anna Mosby, Washington Metropolitan Area Transit Authority, Washington, DC l Stu Sirota, Maryland Mass Transit Administration, Baltimore, MD l Gloria Stoppenhagen, Metropolitan Transit Authority, Houston, TX

We would like to thank the following companies and agencies for providing information on the benefits of ITS: l Federal Transit Administration, U.S. Department of Transportation l Institute of Transportation Engineers l ITS Joint Program Office, U.S. Department of Transportation l MITRETEK Systems

We would like to thank the following individuals and companies for providing miscellaneous input to the development of these documents (e.g., references and contacts, document review and critique, National ITS Architecture product materials): l Dave Caskey, Sandia National Laboratories l Kan Chen, KCI l Bob Glass, Jet Propulsion Laboratory l Bill Jones, ITS Joint Program Office, U.S. Department of Transportation l W. Raymond Keng, Federal Transit Administration, U.S. Department of Transportation l Sean Ricketson, Federal Transit Administration, U.S. Department of Transportation l Mac Lister, ITS Joint Program Office, U.S. Department of Transportation

Last, and most importantly, we would like to thank the following individuals for sharing their knowledge and experience on APTS, and for providing input on the format and content of the documents: l Andrew Bata, New York City Transit, New York, NY l Jim Brainerd, Los Angeles County Metropolitan Transit Authority, Los Angeles, CA l Stephan Bruenig, Chicago Transit Authority, Chicago, IL l Paul Comeaux, VIA Metropolitan Transit, San Antonio, TX l Fred Gilliam, Metropolitan Transit Authority, Houston, TX l Lou Ha, Regional Transportation District, Denver, CO l Mark Hickman, California PATH, Richmond, CA l Joel Markowitz, Metropolitan Transportation Commission, Oakland, CA National ITS Architecture Transit Guidelines Executive Edition ACKNOWLEDGMENTS (continued)

l Koorosh Olyai, Dallas Area , Dallas, TX l John Paquet, Pace, Arlington Heights, IL l Dave Phillips, Chicago Transit Authority, Chicago, IL l Bill Reynolds, Pace, Arlington Heights, IL l Harriet Robbins-Smith, ITS America, Atlanta, GA l Loyd Smith, Metropolitan Transit Authority, Houston, TX Publication No. FHWA-JPO-97-0016 Recycled HVH-1/1-97(250)E Recyclable (hot copies)