SYSTEM PERFORMANCE
`TEST REPORT
`
`from the Independent Evaluation of the
`
`ATLANTA DRIVER ADVISORY SYSTEM (ADAS)
`
`NOTE TO READER:
`
`THIS IS A LARGE DOCUMENT
`
`Due to its large size, this document has been segmented into
`multiple files. All files separate from this main
`document file are accessible from links (blue type) in the
`table of contents or the body of the document.
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`SYSTEM PERFORMANCE
`TEST REPORT
`
`from the Independent Evaluation of the
`
`ATLANTA DRIVER ADVISORY SYSTEM (ADAS)
`
`September 18, 1997
`
`Prepared for the ADAS Field Operational Test (FOT) Partners:
`Scientific Atlanta
`Federal Highway Administration
`Georgia Department of Transportation
`Federal Express
`Oak Ridge Laboratories
`TRW
`
`
`
`Prepared by:
`Ira W. Garnto, of the
`Aerospace and Transportation Laboratory
`Georgia Tech Research Institute
`Georgia Institute of Technology
`Atlanta Georgia 30332
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`II 8
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`Georgia Tech
`
`RESEARCH INSTITUTE
`
`Georgia Tech Research Institute
`George lnstitute of Technology
`Atlanta, Georgia 30332~0800
`USA
`
`Sept 19, 1997
`
`To: ADAS Partners (See Atttached Distribution List)
`
`Subject: ADAS System Performance Test Report (Final)
`
`Attached is the final version of the subject Test Report. If you have questions, my telephone
`number is 770-528-7832.
`
`Lead Evaluator for the ADAS FOT
`
`Georgia Institute of Technology is a unit of the University System of Georgia and an equal education employment opportunity employer
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`ADAS FINAL DRAFT TEST REPORT DISTRIBUTION LIST
`770-903-2360
`Tel:
`Fax:
`770-903-2386
`e-mail: will.blakeley@sciatl.com
`
`Mr. Carl Vetz
`Scientific Atlanta
`3845 Pleasantdale Road
`Atlanta, Georgia 30340
`Ms. Katie Wyrosdick
`FHWA, Georgia Division
`61 Forsyth Street, Suite 17T100
`Atlanta, Georgia 3303
`Geoff Nelson
`Federal Express Corp
`1797 Northeast Expressway
`Atlanta GA 30329
`Mr. Bayne Smith
`Georgia Department of Transportation
`525 Plasters Avenue
`Atlanta GA 30324
`Mr. Sam Subramaniam
`BoozAllen & Hamilton
`8201 Greensboro Drive, Suite 600
`McLean VA 22102
`Mr. Robert Rupert
`FHWA, HTV-20
`400 7th St SW, Rm 3400
`Washington DC 20590
`
`404-562-3638
`Tel:
`404-562-3703
`Fax:
`e-mail: katie.wyrosdick@fhwa.dot.gov
`
`404-728-5318 or 404-728-5200
`404-679-5734 or 404-223-3125
`
`Tel:
`Fax:
`e-mail:
`
`404-894-9128
`Tel:
`404-894-9132
`Fax:
`e-mail: smith_b@dot.state.ga.us
`
`703-917-2946
`
`Tel:
`Fax:
`e-mail: subramaniam_sam@bah.com
`
`202-366-2194
`Tel:
`202-366-87 12
`Fax:
`E-mail: robert.rupert@fhwa.dot.gov
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`CREDITS AND DISCLAIMERS
`
`This material is based upon work supported by the Federal Highway Administration under Grant
`No. DTFH61-95-X-00015.
`
`Any opinions, findings, conclusions, or recommendations expressed in this publication are those
`of the author(s) and do not necessarily reflect the views of the Federal Highway Administration.
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`ASCII
`ADAS
`ASC
`ATIS
`ATMS
`BIOS
`DOS
`DPIU
`DRAM
`DRN
`EMI/EMC
`EX
`FCC
`FM
`FOT
`GByte
`GDOT
`GPS
`
`HERO
`ITS
`
`IVS
`Km
`LADA
`LAT
`
`MOE
`mph
`MRS
`PCMCIA
`
`PDU
`RDB
`POC
`RF
`
`SP
`SRP
`STIC
`
`LIST OF ACRONYMS AND ABBREVIATIONS
`
`American Standard Code for Information Exchange
`Atlanta Driver Advisory System
`ADAS System Controller, an ADAS component
`Advanced Traveler Information System
`Advanced Transportation (or Traffic) Management System
`Basic Input/Output System
`Disk Operating System, the standard Personal Computer (PC) operating system
`Data Processing Interface Unit, an ADAS component
`Dynamic Random Access Memory
`Digital Radio Network
`ElectroMagnetic Interference/ElectroMagnetic Compatibility
`Extendibility and Improvement, an evaluation goal for this FOT
`Federal Communications Commission
`Frequency Modulation
`Field Operational Test
`Gigabyte(s), one trillion bytes (a measure of information or data quantity)
`Georgia Department of Transportation
`Global Positioning System, a satellite constellation that allows receivers on the
`earth to locate themselves precisely in three dimensional space
`Highway Emergency Response Operator
`Intelligent Transportation Systems, technology aids to transportation functions
`In-Vehicle Display, an ADAS component
`In-Vehicle System, the vehicle based portion of ADAS
`Kilometer
`Local Area Driver Advisory, an ADAS service
`Local Area Transceivers, an ADAS component
`Megahertz
`Measure of Effectiveness
`Miles per hour
`Mobile Radio Set
`Personal Computer Memory Card International Association, a standard
`interface specification for portable computers.
`Power Distribution Unit
`Relational Data Base
`Point of Contact
`Radio Frequency, a term used to describe signals within the radio
`frequency portion of the electromagnetic spectrum, which spans from about
`10KHz (KHz = kilohertz = 1,000 hertz) to 100GHz ( GHz = gigahertz = one
`trillion hertz)
`System Performance, an evaluation goal for this FOT
`Short Range Polling, one of the functions performed by the LATs
`Subcarrier Traffic Information Channel, a sideband channel on standard frequency
`modulation stations designed to carry traffic information
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`TCP/IP
`TMC
`
`WADA
`WAT
`
`Transfer Control Protocol/Internet Protocol
`Transportation Management Center
`A specific computer operating system
`Wide Area Driver Advisory, an ADAS service
`Wide Area Transceiver, an ADAS component
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`TABLE OF CONTENTS
`
`INTRODUCTION............................................................................................................1
`1.
`1.1 PURPOSE............................................................... ...........................................................1
`1.2 FIELD OPERATIONAL TEST (FOT) OVERVIEW.........................................................1
`1.3 SCOPE OF REPORT...............................................................................................
`..........1
`
`SYSTEM EVALUATED..................................................................................................3
`2.
`2.1 ADAS FEATURES............................................................................................................3
`2.2 COMPONENTS OF THE SYSTEM UNDER TEST..........................................................5
`2.2.1 ADAS System Controller.........................................................................................5
`2.2.2 STIC Subsystem......................................................................................................6
`2.2.3 Test Messaging Subsystem......................................................................................6
`2.2.4 Local Area Transceiver Subsystem..........................................................................7
`2.2.5
`In Vehicle Subsystem..............................................................................................7
`2.3 ADAS FUNCTIONS...............................................................................................
`...........8
`2.3.1 Wide Area Driver Advisory Service.........................................................................8
`2.3.2 Two-Way Message Service......................................................................................9
`2.3.3 Local Area Driver Advisory Service......................................................................10
`2.3.4 Digital Data Collection Capability.......................................................................10
`2.3.5 Data Collection and Archiving for Evaluation......................................................10
`
`3. TEST DESCRIPTION........................................................................................................13
`3.1 PLANNED EVALUATION OBJECTIVES, MEASURES OF EFFECTIVENESS, AND
`HYPOTHESES................................................................................................................13
`3.2 ADJUSTMENTS TO THE TEST OBJECTIVES, MEASURES OF EFFECTIVENESS,
`AND HYPOTHESES.......................................................................................................15
`3.2.1 SP-1, WADA System Performance........................................................................15
`3.2.2 SP-2, Two- Way Test Message System Performance.............................................16
`3.2.3 SP-4, LADA Services System Performance............................................................16
`3.2.4 SP-5, Short Range Polling System Performance....................................................16
`3.2.5 SP-8, ADAS Suitability.........................................................................................16
`3.2.6 EX-1, ADAS System Performance Extendibility....................................................16
`3.2.7 EX-5, Compatibility of ADAS with ITS System Architecture..................................16
`3.2.8 EX-6, ADAS System Performance Improvement....................................................16
`3.3 SUMMARY OF TEST DESCRIPTION...........................................................................17
`3.3.1 Objective SP-1, WADA System Performance.........................................................17
`3.3.1.1 Timeliness and Accuracy of WADA Information MOE..........................17
`3.3.1.2 Probability of Receiving Messages by Geographic Sector MOE.............17
`3.3.1.3 Percent of All Messages Received MOE................................................19
`3.3.2 Objective SP-2, Two- Way Test Message System Performance..............................20
`3.3.2.1 Time Delay MOE...................................................................................20
`3.3.2.2 Probability of Successful Messaging MOE.............................................20
`3.3.3 Objective SP-4, LADA System Performance..........................................................21
`3.3.3.1 LAT-to-Vehicle Communications Success and Services Accuracy MOE.....21
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`3.3.3.2 Lead Time Before Exit MOE..................................................................21
`3.3.4 Objective EX-1 System Performance Extendibility................................................22
`3.3.4.1 Comments on Extendibility to Other Circumstances and Locations MOE.... 22
`3.3.5 Objective EX-6, System Performance Improvement...............................................22
`3.3.5.1 Comments on Improvement MOE..........................................................22
`
`4. DATA PROCESSING AND ANALYSIS......................................................................23
`4.1 DIGITAL DATA PROCESSING............................................................... ......................23
`4.1.1 ASC Data.............................................................................................................23
`4.1.2 PCMCIA Data......................................................................................................23
`4.2 NON-DIGITAL DATA............................................................... .....................................25
`4.2.1 ASC Operator Logs..............................................................................................25
`4.2.2 Comment Forms...................................................................................................25
`4.2.3 Evaluator Log and Other Hand Recorded Data....................................................26
`4.3 ANALYSIS BY TEST OBJECTIVE AND MEASURE OF EFFECTIVENESS..............26
`4.3.1 Objective SP-1, WADA System Performance.........................................................26
`4.3.1.1 STIC Digital Data Summary...................................................................26
`4.3.1.2 Timeliness and Accuracy of WADA Information MOE..........................29
`4.3.1.3 Probability of Receiving Messages by Geographic Sector MOE.............29
`4.3.1.4 Percentage of All messages Received.....................................................31
`4.3.2 Objective SP-2, Two- Way Test Message System Performance..............................31
`4.3.2.1 Two-Way Test Message Digital Data Summary.....................................31
`4.3.2.2 Time Delay MOE...................................................................................33
`4.3.2.3 Probability of Successful Messaging MOE.............................................33
`4.3.3 Objective SP-4, LADA System Performance..........................................................34
`4.3.3.1 LAT-to-Vehicle Communications Success and Services Accuracy MOE.....34
`4.3.3.2 Lead Time Before Exit MOE..................................................................35
`4.3.4 Objective EX-1, System Performance Extendibility...............................................36
`4.3.4.1 Comments on Extendibility to Other Circumstances and Locations MOE.... 36
`4.3.5 Objective Ex-6, System Performance Improvement...............................................38
`4.3.5.1 Comments on Improvement MOE..........................................................38
`
`5. RESULTS.......................................................................................................................39
`5.1 OBJECTIVE SP-1, WADA SYSTEM PERFORMANCE................................................39
`5.1.1 Probability of Receiving Messages by Geographic Sector MOE...........................39
`5.1.2 Percent of All Messages Received MOE................................................................39
`5.1.3 STIC General Comments......................................................................................39
`5.2 OBJECTIVE SP-2, TWO-WAY TEST MESSAGE SYSTEM PERFORMANCE............40
`5.2.1 Time Delay MOE..................................................................................................40
`5.2.2 Probability of Successful Messaging MOE............................................................40
`5.2.3 Percent of Successful Messages MOE...................................................................40
`5.2.4 General Comments...............................................................................................40
`5.3 OBJECTIVE SP-4, LADA SYSTEM PERFORMANCE..................................................40
`5.3.1 EAT-To-Vehicle Communications Success and Services Accuracy MOE...............40
`5.3.2 Lead Time Before Exit MOE.................................................................................41
`5.3.3 General Comments...............................................................................................41
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`5.4 OBJECTIVE EX-1, SYSTEM PERFORMANCE EXTENDIBILITY..............................41
`5.4.1 Comments on Extendibility to Other Circumstances and Locations MOE.............41
`5.5 OBJECTIVE EX-6, SYSTEM PERFORMANCE IMPROVEMENT...............................42
`5.5.1 Comments on Improvement MOE.........................................................................42
`
`APPENDIX A VEHICLE OPERATOR’S MANUAL..............................................................A-l
`APPENDIX B TRAVELER SERVICE MAPS............................................................... .........B-l
`APPENDIX C INSTRUCTIONS FOR PCMCIA DATA COLLECTION................................C-l
`APPENDIX D ASC TRANSACTION LOG............................................................................D-l
`APPENDIX E PCMCIA FILES LOG......................................................................................E-l
`APPENDIX F COMPLETED COMMENT FORMS................................................................F-l
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`LIST OF TABLES
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`TABLE 1 SUMMARY OF ADAS SERVICES ............................................................... ...................4
`TABLE 2 LOCAL AREA TRANSCEIVER LOCATIONS............................................................... ......7
`TABLE 3 TEST OBJECTIVES MEASURES OF EFFECTIVENESS AND HYPOTHESES...............................14
`TABLE 4 PCMCIA FIELD CONTENTS ............................................................... .......................24
`TABLE 5 SUMMARY OF COMMENTS............................................................... ..........................29
`TABLE 6 PERCENTAGE OF SUCCESSES VERSUS LATITUDE ........................................................29
`TABLE 7 PERCENTAGE OF SUCCESSES VERSUS LONGITUDE......................................................30
`TABLE 8 PERCENTAGE OF SUCCESSES BY QUADRANT..............................................................30
`TABLE 9 PERCENTAGE OF SUCCESSES VERSUS LATITUDE ........................................................34
`TABLE 10P ERCENTAGE OF SUCCESSES VERSUS LONGITUDE......................................................34
`TABLE 11D ATA ON LAT RECEPTION ............................................................... ........................35
`TABLE 12 DISTANCES BEFORE/AFTER EXITS TRAVELER SERVICES MAP DISPLAYED........................36
`TABLE 13D ISTANCE BEFORE EXIT IN-VEHICLE SIGN APPEARS.................................................37
`
`LIST OF FIGURES
`
`FIGURE 1 ADAS SYSTEM BLOCK DIAGRAM............................................................... ..................6
`FIGURE 2 GPS GRID SUPERIMPOSED ON THE METRO MAP ..........................................................18
`FIGURE 3 STIC COVERAGE............................................................... .........................................27
`FIGURE 4 STIC COVERAGE PERCENTAGES ............................................................... ..................28
`FIGURE 5 WAT COVERAGE............................................................... .........................................32
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`1. INTRODUCTION
`
`This document reports on the systems performance evaluation of the Atlanta Driver Advisory
`System (ADAS).
`
`1.1 PURPOSE
`
`The purpose of this report is to:
`
`l provide an updated description of the system evaluated,
`l provide an updated description of the actual evaluation and test,
`l present the data collected,
`l present the analysis and results.
`
`1.2 FIELD OPERATIONAL TEST (FOT) OVERVIEW
`
`This US Department of Transportation FOT was performed as one of several Advanced Traveler
`Information System (ATIS) projects being accomplished under the Intelligent Transportation
`Systems Program. The ADAS was designed to provide information to travelers driving in the
`urban area of Atlanta. Information provided included congestion, incidents, weather, sports
`scores, current movies, traveler services, in-vehicle signing, and two-way test messaging.
`
`1.3 SCOPE OF REPORT
`
`This report details the scope of the effort employed to evaluate the systems performance of
`ADAS. A complete, updated description of ADAS, as implemented by Scientific Atlanta, is
`provided in Section 2. The system description provided in this report is significantly different
`from the description in the evaluation plan.’ Changes from the planned evaluation, data
`collection, and analysis described in the detailed test plan along with changes necessitated by the
`final system implementation and the data available for evaluation are described in Section 3. The
`detailed test plan should be used as the basis from which changes in this report are presented.2
`The data processing and analysis are provided in Section 4. Section 5 presents the results.
`
`1 Garnto, Ira W., Wiiliam Youngblood, and Lee Rodegerdts, Georgia Institute of Technology; Dr. Kasim Alli and
`Dr. Ed Davis, Clark Atlanta University; Dr. Ruth Amegard-Frank, Dr. Michele Terranvoa, and Monica Huff,
`Concord Associates, Incorporated; Evaluation Plan for the Atlanta Driver Advisorv System Field Operational Test,
`Revision 3, April 25, 1996.
`2 Gamto, Ira W., Detailed Test Plan for Evaluating System Performance of the Atlanta Driver Advisory System,
`Georgia Tech Research Institute, April 25, 1996.
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`2. SYSTEM EVALUATED
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`This section presents the features, components, and functions of the ADAS as evaluated.
`
`2.1 ADAS FEATURES
`
`ADAS was designed and implemented to provide information to travelers in selected vehicles
`within the metropolitan area of Atlanta, Georgia. The information provided was intended to assist
`travelers in avoiding congestion and incidents; in tracking their progress and in selecting an exit
`from the instrumented section of I-85; in finding needed services such as gas stations, restaurants,
`motels, government buildings, and tourist attractions along the instrumented section of I-85; and
`in knowing the local weather, sports scores, and current movies playing in the Atlanta area. A
`capability for two-way messages was also provided.
`
`A major part of the information provided to the vehicles was generated by the Advanced
`Transportation Management System (ATMS) which is operated by the Georgia Department of
`Transportation (GDOT). The ATMS was intended to determine the congestion levels and
`incidents occurring on I-75 and I-85 within the I-285 perimeter using a system of video imaging
`detection cameras (with video processing) mounted along the I-75 and I-85 Freeways, and to
`provide that information to ADAS over a local network. The congestion and incidents on I-285,
`I-20, and GA-400 was to be provided using Atlanta Showcase and other resources (radars,
`helicopters, DOT calls received, GDOT personnel, Highway Emergency Response Operators
`(HEROs), and spotters). During the data collection period, the video imaging detection cameras
`and video processors did not operate reliably, so much of the data for I-75 and I-85 entered into
`ATMS was done manually using Atlanta Showcase resources, state troopers, and GDOT
`personnel. Other information added to the ADAS (weather, sports scores, movies, and other
`messages) was entered by the ADAS operator.
`
`Approximately one hundred seventy vehicles were instrumented for this evaluation. Federal
`Express provided approximately 85 custom 34 ton step vans, expedite vans, and tractor trailers,
`and GDOT provided approximately 85 vehicles of various sizes and types. Vehicles that were
`selected by the two organizations included different daily missions. For instance, Federal Express
`provided vehicles that ran scheduled delivery and pick-up routes to businesses in the urban area as
`well as vehicles that made longer daily trips for major pick-ups or deliveries, such as from the
`airport to their local processing centers. GDOT provided vehicles that were used for incident
`management, maintenance, and supervisory functions.
`
`ADAS provided for exchange of traveler information over three wireless links between the central
`facility and the 170 equipped vehicles. One wireless link was the Subcarrier Traffic Information
`Channel (STIC) one-way transmission, broadcast on subcarriers of two established Frequency
`Modulation (FM) radio stations near the center of Atlanta. The second and third wireless links
`were via multiple channels in the 220 MHz band assigned to ATIS by the Federal
`Communications Commission (FCC).The first of the two 220 MHz links consisted of a single
`channel transceiver operating from atop the Georgia Pacific Building in the center of Atlanta
`while interacting with companion transceivers in the vehicles. The central transceiver was
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`referred to as the Wide Area Transceiver (WAT). The second 220 MHz link consisted of six
`short range transceivers located along I-85 (between I-20 on the south end and I-285 on the north
`end), which also interacted with matching receivers and transmitters in the vehicles. The
`infrastructure transceivers were referred to as Local Area Transceivers (LAT).
`
`ADAS provided a variety of services to the vehicle drivers as summarized in Table 1, Summary of
`ADAS Services. On the Wide Area Driver Advisory (WADA) service, information was provided
`to the test vehicles on a nearly real-time basis via the STIC link. Segment congestion levels
`provided the vehicle driver a relative rating of the speed of the traffic on the segments of the map
`displayed in the vehicle. Incident information included the incident type (stalled vehicle, multiple
`vehicle accident, or construction) and segment.
`
`Advisory (WADA)
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`Messaging (Originally
`called Simulated
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`Transceiver (WAT), single
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`System Controller (ASC)
`- Acknowledgment, WAT to
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`LocalArea Driver
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`220 MHz roadside Local
`
`- Traveler services map
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`A segment is defined as a length of Interstate (all lanes) from one Interstate interchange to the
`next Interstate interchange.
`
`Weather reports, sports scores, and current movies playing in Atlanta were provided as pure text;
`i.e., no attempt was made to display them on the map.Weather reports were provided without
`expiration codes. Subsequent weather reports replaced existing reports. Events, such as sports
`scores and movies expired at the end of the day and were updated and re-entered the next day.
`
`The Two-Way Test Messaging Link, originally called a Simulated Mayday Service, allowed a
`vehicle to pass a test message to the ADAS System Controller (ASC).The test message was
`generated by the vehicle, received by the WAT, and forwarded to the ASC. The WAT
`automatically sent an acknowledgment of receipt of the message to the vehicle as it forwarded the
`message to the ASC. When the test message was received at the ASC, the ASC operator could
`either generate a tailored response message or have the computer automatically send a pre-
`programmed standard response message. During data collection, the ASC operator used the pre-
`programmed standard message for all responses. When the standard response message was
`received, the vehicle sent a message to the WAT acknowledging receipt of the standard response.
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`The LADA Service provided two items of information via the LATs, traveler services and in-
`vehicle signing. Traveler services, such as gas, food, lodging and medical facilities, which were
`available at the next interchange were displayed on a stick drawing of the interchange. For the in-
`vehicle signing function, the ADAS display showed a “pop-up” sign announcing the next
`interchange to the driver as the vehicle approached.
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`2.2 COMPONENTS OF THE SYSTEM UNDER TEST
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`The components which made up the overall system under test included the ASC in the
`Transportation Management Center (TMC), the STIC Subsystem, the Two-Way Messaging
`Subsystem, the LAT Subsystem, and the In-Vehicle Subsystem. Refer to Figure 1, ADAS System
`Block Diagram, for the discussion of these components that follows.
`
`2.2.1 ADAS System Controller
`
`The ASC was physically located in the TMC. It consisted of a console which held the computer,
`peripherals, and a STIC receiver. The computer was a SPARCstation 5 Workstation that had an
`85 MHz processor, 64 MB RAM, two internal l-GB hard disks, CD-ROM drive, 1.44 MB floppy
`drive, and an external 4 mm 5 gigabyte (GB) tape drive. A 20-inch color monitor was installed.
`The ASC was connected directly to the TMC data processor by an Ethernet 10 Base T using
`TCP/IP to obtain the congestion and incident data. The STIC receiver was included to allow the
`ASC operator to sample the STIC broadcast as desired.
`
`The ASC was connected to the STIC encoders and the 220 MHz Wide Area Transceiver by
`phone lines. An optical cable (installed for the ATMS) was used to connect the ASC to the 220
`MHz Local Area Transceivers.
`
`The data extracted from the ATMS processor were sub-segment speed ranges and incidents.
`Algorithms in the ASC converted the sub-segment speed ranges to segment speed ranges for
`display to the driver. The ASC operator had the option of adding, updating, or editing
`information obtained by the ASC from the ATMS before forwarding to the vehicles; however,
`during the data collection period, the operator did not edit the ATMS data. The ASC operator
`entered information about the weather, sports, movies, etc. on a daily basis. In-vehicle signing
`and traveler services maps were pm-loaded into the computer and did not require updates during
`the test.
`
`The ASC was staffed by an operator from 7:00 am to 7:00 PM, five days per week on normal
`business days during the data collection period. When the ASC operator was not present, the
`ASC was placed in an automatic operational mode.
`
`A data recording capability for the ASC was provided to archive data for later reduction and
`analysis by the evaluators.
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`: Transportation Management Center
`
`ADASSystem
`Controller
`
`Atlanta Transportation
`Management System
`
`|:
`:
`
`to Electrical
`[Optical
`|
`:
`os
`i
`it Optical one ©
`ii Wide Area Transceiver
`
`:|STIC Encoders} :: (220 MHz) ii onversion
`
`
`
`
`Unit
`
`Processing
`Interface
`
`:
`Display
`
`i
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`Figure 1 ADAS System Block Diagram
`
`2.2.2 STIC Subsystem
`
`The STIC Subsystem was used to transmit WADAinformation over a large area using a
`technique developed by the MITRE Corporation. It was designed to cover the area inside the I-
`285 perimeter plus 5 kilometers beyond. The WADAdata was sent as an ASC data stream to FM
`Radio Stations WRFG and WREKnear the center of Atlanta. At the radio stations, the data were
`combined with differential Global Positioning System (GPS) data and encoded for transmission to
`the vehicles. The encoded data stream was then modulated and broadcast on subcarriers of the
`FM signals. This subsystem was a one-way (simplex) radio system.
`
`2.2.3 Test Messaging Subsystem
`
`The Test Messaging Subsystem was used by the vehicle drivers to send test messages (simulated
`mayday signals) to the ASC.Atelephoneline connected the ASC to a 220 MHz WAT mounted
`atop the Georgia Pacific Building near the center of Atlanta. This subsystem was designed to
`have a 25 mile range. The transceiver received the Radio Frequency (RF) signals from the
`vehicles and forwarded them to the ASC overthe telephone line. ASC acknowledgments and
`responses were sent to the transceiver for broadcastto the vehicles. The Test Messaging
`Subsystem was a two-way (duplex) radio system.
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`2.2.4 Local Area Transceiver Subsystem
`
`The LAT Subsystem was a short range Digital Radio Network (DRN) placed along I-85 between
`I-20 on the south end and I-285 on the north end. Each LAT transmitted at the lowest possible
`power level to minimize interference between LATs. The LAT subsystem operated on three of
`the ten allocated channels for the 220 MHz signal. The LAT channels were staggered from LAT-
`to-LAT to reduce the probability of interference. All data was routed between the ASC and the
`LATs on the ATMS fiber optic network. The location of the six LATs is shown in Table 2, Local
`Area Transceiver Locations.
`
`LAT Number
`
`1
`2
`3
`4
`5
`6
`
`Table 2 Local Area Transceiver Locations
`Location
`Between Tom Moreland Interchange and Chamblee Tucker
`Between Chamblee Tucker and Shallowford
`Between Shallowford and Clairmont
`Between Clainnont and North Druid Hills
`Between GA 400 and the 1-75/I-85 split
`Between 10th and North Streets
`
`2.2.5 In Vehicle Subsystem
`The In Vehicle Subsystem (IVS) consisted of a Mobile Radio Set (MRS), a Data Processing
`Interface Unit (DPIU), an In-Vehicle Display (IVD), and a Power Distribution Unit (PDU, not
`shown in Figure 1).
`
`The MRS contained a STIC receiver and demodulator, a GPS receiver, and a 220 MHz
`transceiver set (one transmitter and two receivers). The vehicle’s existing FM antenna was used
`(or one was supplied if the vehicle had none) for the STIC receiver. A quarter wave monopole
`antenna was provided for the 220 MHz transceiver set, and a magnetically mounted patch antenna
`was used for the GPS receiver. The radios, PDU, and DPIU were housed in four small boxes
`which were mounted on a plate installed in the vehicle.
`
`The DPIU contained an Intel 80386, 25 MHz processor employing the Disk Operating System
`(DOS) and Phoenix BIOS (Basic Input Output System). There were 0.5 MB of static solid-state
`memory and 0.5 MB of Dynamic Random Access Memory (DRAM). It received inputs from the
`MRS and provided data for display on the IVD. The DPIU provided the capability to record data
`for later analysis using a PCMCIA (Personal Computer Memory Card International Application)
`port.
`
`The DPIU maintained the vehicle’s location and the location of each of the 220 MHz LAT
`coverage areas in its memory. One 220 MHz receiver was automatically tuned to the proper LAT
`frequency based on the vehicle’s location (as determined by the DPIU using the output from the
`GPS receiver and the differential GPS from the STIC receiver).
`
`7
`
`Google Ex. 1020
`
`

`

`The IVD was a five inch electro-luminescent display with touchscreen capability, which displayed
`both graphics and text. Pixel resolution was 320 x 240. The IVD displayed WADA congestion
`and incident icons and messages, LADA traveler service maps and signing, and Two-Way Test
`Messages. It allowed the driver to interface with the system by touching sectors and soft buttons
`on the screen to call up available data, zoom in or zoom out, and send test messages.
`
`Approximately 170 vehicles received the ADAS IVS with half being Federal Express vehicles and
`half being GDOT vehicles. A corporate decisi