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`The Potential of Intelligent Vehicle Highway Systems
`For
`Enhanced Traveler Security
`
`David L. Caskey
`Sandia National Laboratories
`Transportation Systems Center
`Albuquerque,
`New Mexico 87185
`
`1993 International Carnahan Conference
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`Abstract
`The Intelligent Vehicle Highway System (IVHS) program that was mandated by the Intermodal Surface
`Transportation Efficiency Act of 1991 (ISTEA) presents a numberof opportunities and challenges. While
`the program primarily is intended to address the problemoftraffic congestion, the technologies it will
`require could also be used to enhance the safety and security of the traveling public. Public transit
`systems offer the most likely near-term opportunities both for IVHS-type technologies, and for new
`security measures to be applied. This paper will address some ofthe possible security functions that could
`be applied to transit systems byutilizing the availability of Automatic Vehicle Location systems (AVL),
`broadband digital communication systems, and other 1VHS functions.
`
`Introduction
`Many countries are developing advanced technology systems to improvetraffic flow in congested
`urban areas or corridors.
`In the United States, such improvedtraffic flow is the objective of the
`Intelligent Vehicle Highway System (IVHS). The responsibility for funding IVHS development
`lies with the U.S. Department of Transportation through the Federal Highway Administration
`(FHWA)and the Federal Transit Administration (FTA). Direction and planning is a shared
`government/industry responsibility through an organization called IVHS AMERICA. As IVHS
`is currently conceived, the architecture to allow the efficient implementation ofall or parts of the
`system Is a federal responsibity, while implementation will be achieved by local governments and
`the private sector. Thus the architecture is all important in determining both the limits on services
`to be provided, and their compatibility across jurisdictions and travel modes.
`
`While the USarchitectureis still in its early development stages, it is possible to describe some
`broad outlines of the types of services envisioned. Metropolitan traffic managementcenters will
`have access to a broad set of data from sensors, databases, mobile units, etc.to mitigate traffic
`flow problems. Highway capacity will be increased by providing “pods” of cars traveling very
`close together, linked by electronic control commands. Public fleets, such as bus fleets, will be
`equipped with Automatic Vehicle Location (AVL) systems and digital communication systems,
`permitting much more efficient managementof the fleet, while providing real-time schedule
`information to the public.
`
`Although this paper addresses both public and private vehicle safety and security, the bulk ofit
`will be directed to public travel (transit), because public transportation systems generate more
`concern for security than do private vehicles. Thus, much of the paper will address the
`opportunities for security enhancements under the IVHS componentfor transit, which is called
`Advanced Public Transportation Systems (APTS), and is managed by the FTA. Nevertheless,
`great opportunities exist for both the private and public traveler,
`
`Services to private autos
`While the need for security services for private autos may not be as apparentas for the public
`transportation sector, autos constitute the great majority of surface transportation vehicles.
`Moreover, most of us own one or more, and thus we have a vested interest in technologies that
`can enhance our safety and security while traveling in them.
`
`As was described earlier, IVHS implementation will require urban areas to set up metropolitan
`traffic managementcenters, with tremendous quantities of traffic sensor data flowing into them.
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`While the exact architecture of the US system has not yet been defined, as noted earlier, it is
`certainly possible that there will be provision for occasional data transmissions from individual
`vehicles to the center. At
`the very least,
`there will be data communications to and from
`emergency vehicles.
`Thus, one possible security enhancement would be to provide an
`"emergency beacon" service from a car to the center. For maximum usefulness, the beacon
`should allow for several different types of emergency codes, such as, “accident,” "breakdown,"
`and "crime, need police." In order to minimize spoofing and intentional false alarms, a reliable
`vehicle ID code such as the manufacturer's Vehicle Identification Number (VIN), would have to
`be included as well. More elaborate options would provide for a short personally-composed
`alphanumeric message via keyboard entry. As Global Positioning Satellite (GPS) receivers
`becomeless expensive, the vehicle could send its location as well. If not so equipped, the center
`could use a triangulation svstem to locate the vehicle, using celluar telephone technologies, much
`like some AVLsystemscurrently being developed. Two-way voice communication, whatever the
`technology, may be too costly in terms of bandwidth and channel time, and should most likely
`be left to responding emergency vehicles. That decision can be a local one, and will be related
`to the total message traffic anticipated.
`
`The system just described could also be employed in an automatic accident reporting mode, by
`having an airbag, or other high-g senor, initiate an emergency beacon transmission.
`In heavy
`urban traffic areas, especially interstate highways, rapid accident reporting is essential to being
`able to take immediate action to detour traffic and prevent massive tie-ups. Air bags are
`becoming standard equipment on automobiles, and are proving to be reliable in operation. The
`air bag's initiating sensor may be used as an automatic method of signaling to central traffic
`control that a significant accident has occurred.
`
`The physical security of the car left in a parking lot is also important to many people. This
`aspect of personal vehicle security will be covered in the section on intermodal public
`transportation, where "park-and-ride" lots are discussed.
`
`Public Transportation Services
`
`AVL Systems
`Automatic Vehicle Location systems (AVL) are generally considered to be most useful as bus
`operations managementtools, but they can provide security enhancement features as well. For
`example, knowing where each busis at all times could be crucial to responding rapidly to an
`emergency on a bus, be it a medical emergency, accident, or a criminal situation. Furthermore,
`with emergency response vehicles all equipped with AVL, the dispatcher can instantly dispatch
`the closest response unit to the bus location. Compared to current manual dispatching methods,
`which require two-way radio conversations with both the bus and the response unit, the AVL
`systems should provide significantly improved response times.
`
`Another security advantage to AVL-equipped busfleets is that they can provide automatic alerts
`to the dispatcher of an “off-route" condition, which may indicate a hijacking in progress.
`(Buses
`are regularly hijacked!) This acts as a totally passive alarm, in that it requires no action on the
`part of the driver, and thus is highly reliable.
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`Finally, AVL systems can provide important evidence in court cases involving incidents on buses,
`by documenting (time and location) the bus's status during the incident, especially if other data
`such as radio transmissions from the driver, are also recorded.
`
`Covert Open Mike
`A future [VHS-compatible bus would include the capability for direct voice over the digital data
`channels, or automatically set up separate voice channels using the digital control/data channel.
`This opens the possibility of providing an emergency listening channel for the dispatcher. A
`covert open microphone near the driver can be useful
`to the dispatcher in assessing the
`seriousness of an incident on a bus.
`In most cases, the opening of the listening channel to the
`dispatcher will be initiated by the driver. This procedure has the advantage that
`it should
`minimize false alarms.
`It also protects the driver from dispatcher-initiated monitoring, which
`seemsto be a major concern of drivers. On the other hand, there is the issue of reliability when
`the open mikeis initiated by the driver.
`If the adversary knows howthe system is initiated, he
`can prevent the driver from doing so, or the driver may be incapaciated and unable to initiateit.
`The technology allows either mode, however.
`
`Given that the system is initiated, how does it help the dispatcher? Two situations are apparent.
`One,is a dispute between the driver and a passenger. This 1s probably the most commoncase.
`Generally, the dispute is over the amount of the fare, validity of a transfer, or demands for
`information that the driver can't supply.
`By monitoring the conversation, the dispatcher can
`properly assess the situation and send the most appropriate type of response. The other case is
`a dispute between two or more passengers. The driver, at least initially, is free to take action
`himself, or to alert the dispatcher.
`In that case, it is helpful for the dispatcher to be able to assess
`the seriousness of the situation through the intensity of the voices. The microphone would need
`to have a sensitivity adjustment so that disputes in the rear of the bus are heard clearly,
`
`Slow-Scan TV
`Another useful security service that is enabled by the presence ofa flexible digital data channel,
`is CCTV from mobile platforms such as buses,
`commuter rail, or even subways.
`It seems
`unlikely that there will be sufficient bandwidth to permit anything jike "live" transmissions at 30
`frames/ second. More likely, a slow frame rate will be required in order to accomodate the
`bandwidth available The CCTV transmission could be triggered by the driver, much like the
`covert mike system. The transmission of one or more pictures would help the dispatcher assess
`the seriousness of the situation better than he or she could with just audio. Another useful
`technique is to transmit two pictures,
`taken 2-3 seconds apart‘. The second picture can be
`compressed considerably by sending only the differences from the first image. The console at
`the dispatcher's station would store the two frames and repeatedly toggle between them to
`emphasize motion.
`
`Electronic Fare Collection
`A regular source of security incidents on busesis a dispute over the correct fare, the validity of
`a transfer, etc. Electronic fare collection techniques can enhance security by reducing the
`potential for fare disputes. Some of these systems already exist and are in use (e.g., the mag
`stripe "debit card" in the Washington Metro.) The next generation systems are going to "smart
`cards" which store much more information than just
`the remaining balance.
`They can
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`accomodate special fares (e.g., senior citizen rates), and can be set up to be used in intermodal
`systems.
`IVHS implementation will permit 2a electronic exchange of information between the
`card and the central dispatch system and central databases to clear up the fare disputesthatstill
`remain. Again, by getting the driver out of the loop, the potential flashpoint on the bus is
`reduced
`
`Use of Digital Data Links along with AVL
`IVHSsystemswill require data regular transmissions between central controlfacilities and mobile
`fleets.
`In this case, we are speaking of bus fleets and their central dispatching facilities. While
`many busfleets are radio-equipped today, two-way voice links with dispatchers are often difficult
`and slow to establish, and unreliable as well. The advent of IVHS capabilities will provide an
`opportunity for transit systems to upgrade their communications, but also to tie in their own
`dispatch facilities to the larger metropolitan traffic management and control centers envisioned
`under IVHS. By the time IVHSis widely implemented, manybusfleets should be equipped with
`modern digital communication systems, with two-way voice capability included, Automatic
`Vehicle Location (AVL) systems, and digital Vehicle Area Networks (VAN) on the buses. These
`capabilities can be integrated with the metropolitan systems to provide greater safety and security
`for both the bus passengers and the general public.
`
`Intermodal Facilities
`The IVHS program puts considerable emphasis on “intermodalism," i.e., trips that utilize more
`than one modeof transportation. The objective is to reduce single-occupant vehicle travel to
`reduce congestion and pollution. Part of the solution in making intermodal transfers "seamless,"
`that is without paying new fares, walking long distances between mocles, etc.
`In some areas of
`the country, security concerns provide an impediment to increased usage of public transporation
`for portions of a trip. These concerns can be divided into concerns about personal safety, and
`concerns about security of personal property, such as a car left in a park-and-ridelot.
`
`Personal Security
`Passengers feel insecure any time they perceive themselves to be in a potentially hazardous area
`with no security personnel watching the area. CCTV surveillance is only a partial answer, as
`limited security personnel can monitor effectively only a small number of monitors. And it is
`clearly not cost-effective to provide security guards in all possible hazard sites. However,
`selective monitoring, and the availability of wide band digital communications from IVHS, either
`land-line (fiber optics) or over-the-air, will provide new possibilities. Take, for example, a remote
`Park-and-Ride lot. Busarrivals in the evening are scheduled for specific times, and thus CCTV
`could be monitored for a short time as the passengers disperse to their cars, or response units
`could be on hand or near by at those times. Further security could be provided by providing
`small portable "security alert" units to passengers desiring them. These would be low-power,
`limited range units which could communicate an alarm to the local receiver at the lot, which
`would pass the alarm on to the central control via the IVHS infrastructure. The presence of
`CCTV would deter false alarms and provide a means ofassessing alarms for validity. Similar
`systems could be provided to passengers on buses or subways. The latter are a particular
`problem because normally only one subway carin a train is manned, so there is notareliable,
`fast way to signal an emergency, or potential emergency, to a motorman or conductor in another
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`car. For passenger arrivals at park-and-ride lots in the mornings, the problem is moredifficult,
`since the arrivals are spread out in time. The bus shelter can be monitored of course, but walking
`from one's car to the shelter might be hazardous. The personal alarm idea would be a possible
`solution, but it may be more difficult to arrange for assured rapid response.
`
`Car pools have not been traditionally considered as "masstransit," but given the goals of IVHS
`to reduce congestion, High Occupancy Vehicles (HOVs) are clearly an improvement over Single
`Occupancy Vehicles (SOVs), the favored commute modefor the majoyity of commuters. Thus,
`metropolitan planning organizations are looking closely at innovative ways to encourage car
`pools. One of the inducementsis the establishment of HOV lanes on major freeways andstreets.
`These encourage the formation of car pools which can travel
`to work faster, avoiding the
`congested non-HOVlanes.
`In some areas, informal systems exist for forming ad hoc car pools,
`in which people going to specific destinations cluster in specific locations in shopping cenetr
`parking lots, or other possible assembly points. The SOV driver, looking to take advantage of
`the HOV lanes, stops and picks up two or three others going to his or her destination. As
`systems such as this expand, security concerns will increase. What would be desirable is some
`way to rapidly assess the reliability of both the driver and the passengers.
`The IVHS
`infrastructure could support the means to pass information on the driver's and passengers’ identity
`to the central site, where a quick “security check" could be performed. This would require all
`potential users to be entered into the system, and a processing fee may be required to support the
`system. As with many features of IVHS, the system would be voluntary and set up locally.
`Personsnot willing to go through the paperwork, and to have IVHS equipmentinstalled in their
`cars, could still use existing arrangements.
`In other words, here, as in many cases, higher
`security comes at a cost.
`
`Personal Property
`While concern for theft or vandalism of one's personal auto left all day in a park-and-ridelot is
`not a burning issue for most commuters, it is a legitimate concern, especially in specific areas.
`The previous idea about
`issuing personal alert units to customers suggests an extension to
`vehicles. Portable motion sensors might be rented to customers desiring them, andleft in their
`vehicles.
`The alarms would be coded individually, and would alert only the local
`receiver/processor in that lot, which would pass on legitimate alarms to central control. If rapid
`response during the daytime is a problem, as it would likely be, the system could be set up to
`take one or more CCTV "snapshots" of the vehicle, license plate, and driver, as the vehicle exited
`the lot. This would materially aid in the recovery of the vehicle and prosecution ofthe thief.
`A lowertech solution to theft and vandalism would be to simply provide an extra-cost "high
`security compound" that would be fenced, locked, and monitored regularly. Commuters using
`this option, however, would not be able to retrieve their cars before the normal end of the day
`time period.
`
`Conclusions
`Manyof the ideas discussed here are not new, but their implementation cost has prevented their
`being implemented.
`It is the contention of this paper that the development and widespread
`introduction of IVHS technology will be the means by which many of these security services
`could be feasibly implemented.
`It is also the cbjective of the author to stimulate the security
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`community into expanding and improving on the ideas expressed here, in order that we may take
`full advantage of the possibilities presented by IVHS.
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