Truck Parking Supply Monitoring Parsons-Clough Harbour Page 2.2-1 I-87 Multimodal Corridor Study 2.2. TRUCK PARKING SUPPLY MONITORING SYSTEM 2.2.1. INTRODUCTION The prototype concept discussed in this section – the Truck Parking Supply Monitoring System – is focused on the Goods Movement market, and the travel safety and convenience of a particular travel group – truck drivers along the I-87 Corridor, along with the State agencies that monitor their safety. The traveler information provided by this relatively simple type of program would help drivers in their search for appropriate truck parking areas, reducing the use of ramps and shoulder areas that pose safety problems for truckers and other drivers. It can also provide information about truck volumes and movement. This type of traveler assistance is fully consistent with both the Smart/Safe Traveler and Smart Freight goals of the corridor’s overall Strategic Plan. 2.2.2. PROJECT DESCRIPTION The primary intent of this project is to inform the trucks using I-87 about the availability of parking in the rest areas. A secondary objective of this project is to identify and monitor each truck that enters the truck parking area. As discussed in the study’s assessment of existing rest area conditions in the corridor as part of the Existing Corridor Conditions and Opportunities Report (May 2004), there is a general shortage of truck parking in the corridor – a common occurrence along major highway corridors across the State and nationwide. Based on discussions with NYSDOT and New York State Police staff involved in overseeing commercial vehicle operations in the corridor, the two sites recommended as most appropriate for the proposed prototype installation were (1) High Peaks Rest Area on southbound I-87 between Exits 29 and 30; and (2) the New Baltimore Rest Area on the NYS Thruway portion of I-87 just south of Interchange 21A and accesssible by both northbound and southbound traffic. The locations of these two facilities are shown in Figure 2.2-1. The primary factors that governed the selection of these two sites were availability of power and communications infrastructure (i.e., cell phone coverage), the potential for a useful demonstration test, and a likely positive benefit to truckers and regulatory agencies relative to the required investment. 2.2.2.1. Existing Conditions and Deficiencies Parking is available for 21 trucks at the High Peaks facility and 44 trucks at the New Baltimore facility, and NYSDOT, NYS Thruway Authority, and State Police indicate that both are heavily utilized. Truck volumes along these sections of I-87 have increased in recent years and a continued expansion is projected due to the rapid economic growth along the corridor and increased trade with Canada. Currently there is no mechanism to inform trucks of the availability of parking at the rest areas until they arrive at the facility. Regulatory agencies have no real-time method of monitoring truck movements or volumes – something that can become increasingly important in times of heightened security. According to the Study of Adequacy of Parking Facilities, FHWA (June 2002), the need for truck parking along interstate highways is projected to roughly double between 2000 and 2020. It is also clear that interstate highways’ rest areas were not intended to meet this demand, that commercial truck stops are better suited to meet much of this demand (although truck drivers
Transcript
Truck Parking Supply Monitoring
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2.2. TRUCK PARKING SUPPLY MONITORING SYSTEM
2.2.1. INTRODUCTION
The prototype concept discussed in this section – the Truck Parking Supply Monitoring System – is focused on the Goods Movement market, and the travel safety and convenience of a particular travel group – truck drivers along the I-87 Corridor, along with the State agencies that monitor their safety. The traveler information provided by this relatively simple type of program would help drivers in their search for appropriate truck parking areas, reducing the use of ramps and shoulder areas that pose safety problems for truckers and other drivers. It can also provide information about truck volumes and movement. This type of traveler assistance is fully consistent with both the Smart/Safe Traveler and Smart Freight goals of the corridor’s overall Strategic Plan.
2.2.2. PROJECT DESCRIPTION
The primary intent of this project is to inform the trucks using I-87 about the availability of parking in the rest areas. A secondary objective of this project is to identify and monitor each truck that enters the truck parking area. As discussed in the study’s assessment of existing rest area conditions in the corridor as part of the Existing Corridor Conditions and Opportunities Report (May 2004), there is a general shortage of truck parking in the corridor – a common occurrence along major highway corridors across the State and nationwide. Based on discussions with NYSDOT and New York State Police staff involved in overseeing commercial vehicle operations in the corridor, the two sites recommended as most appropriate for the proposed prototype installation were (1) High Peaks Rest Area on southbound I-87 between Exits 29 and 30; and (2) the New Baltimore Rest Area on the NYS Thruway portion of I-87 just south of Interchange 21A and accesssible by both northbound and southbound traffic. The locations of these two facilities are shown in Figure 2.2-1. The primary factors that governed the selection of these two sites were availability of power and communications infrastructure (i.e., cell phone coverage), the potential for a useful demonstration test, and a likely positive benefit to truckers and regulatory agencies relative to the required investment.
2.2.2.1. Existing Conditions and Deficiencies
Parking is available for 21 trucks at the High Peaks facility and 44 trucks at the New Baltimore facility, and NYSDOT, NYS Thruway Authority, and State Police indicate that both are heavily utilized. Truck volumes along these sections of I-87 have increased in recent years and a continued expansion is projected due to the rapid economic growth along the corridor and increased trade with Canada. Currently there is no mechanism to inform trucks of the availability of parking at the rest areas until they arrive at the facility. Regulatory agencies have no real-time method of monitoring truck movements or volumes – something that can become increasingly important in times of heightened security.
According to the Study of Adequacy of Parking Facilities, FHWA (June 2002), the need for truck parking along interstate highways is projected to roughly double between 2000 and 2020. It is also clear that interstate highways’ rest areas were not intended to meet this demand, that commercial truck stops are better suited to meet much of this demand (although truck drivers
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Figure 2.2-1: Location of Project in Study Area
Plattsburgh
Albany
NYC
Montreal
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a High Peaks Rest Area
New Baltimore Rest Area
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understandably prefer on-highway public rest areas for shorter stops), and that efforts should be made to reduce idling at truck stops to lower pollutant levels and save energy. Subsequent studies by the National Cooperative Highway Research Program (NCHRP), Dealing With Truck Parking Demand: A Synthesis of Highway Practice (Transportation Research Board, 2003), confirmed that no single group or agency is addressing this problem, that the shortage of truck parking primarily results in often severe overcrowded at public rest areas, and that there is a lack of information about the availability of spaces. The proposed project would test a system that could provide real-time information about truck parking – something that could be used for spaces within a car/truck rest area or a dedicated truck facility (public or private). Overall, NYSDOT and other agencies, as part of their long-term truck parking and rest area plans, are also looking for ways to separate truck parking and inspection activities from other rest area facilities and activities.
2.2.3. PROPOSED SOLUTION
2.2.3.1. System Overview
The proposed solution involves the construction of a dynamic parking supply assessment system, employing reliable state-of-the art technology integrated with a technologically advanced system of permanent Variable Message Signs (VMS) on I-87. Depending on what other ITS network systems are in place and available in the corridor, this same parking supply information could be provided to drivers via a Highway Advisory Radio (HAR) broadcast, and via the State’s Information Exchange Network (IEN) through corridor information web sites and rest area kiosks. As noted, the primary function of the proposed system would be to inform truckers of the availability of parking at rest areas far enough in advance of the saturated rest area to allow drivers to adjust their travel plans, although the data gathered would also have other uses. The Short- and Long-Term Strategic Plan will discuss the overall network implications of the system, as well as long-term parking needs along the corridor as a whole.
A two-step implementation is proposed: (1) an initial temporary system, with all the ITS elements mounted on portable devices, and (2) a permanent system, where the necessary equipment is more permanently set in place. The temporary set-up would be used in the prototype demonstration stage, which if successful would lead to a permanent installation. Figures 2.2-2 and 2.2-3 present the block diagram for the proposed solutions for temporary and permanent set-up respectively. All the devices in both set-ups are essentially the same, except that the devices would be mounted on a portable trailer in the case of a temporary set-up.
2.2.3.2. System Components
The proposed parking supply system would allow NYSDOT and NYS Thruway to monitor parking conditions at the rest areas by counting trucks that enter and leave each facility. Actual occupancy of individual spaces would not be monitored, although if the net number of trucks that have entered the rest area at any given point is greater than the number of spaces provided, the agencies would become aware that trucks were parking in inappropriate areas. The system would be visually calibrated once per day to ensure that messages displayed on VMS signs accurately reflect parking conditions at the rest areas.
The proposed system would utilize the following components:
• Non-invasive microwave detector to count the number of trucks entering the truck parking area. Microwave radar devices transmit a low energy microwave signal (electromagnetic radiation with a frequency range of 109 to 1011 Hertz) at a target area on
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87
OFF R
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FIGURE 1. GENERIC LAYOUT FOR REST AREA PARKING SUPPLYMONITORING- TEMPORARY
Comm. Tower
TRUCKPARKING AREA
CAR PARKINGAREA
Hub
RADAR DET
LPR CAMERARADAR DET
VARIABLE MESSAGE SIGN
FIGURE 2.2-2:
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87
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PIDS CAMERA
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FIGURE 2. GENERIC LAYOUT FOR REST AREA PARKING SUPPLYMONITORING- PERMANENT
Comm. Tower
TRUCKPARKING AREA
CAR PARKINGAREA
Hub
WEP ENABLED802.11a WIRELESS
ETHERNET
RADAR DET
RADAR DET
VARIABLE MESSAGE SIGN
FIGURE 2.2-3:
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the pavement, which is then reflected back to the detector. Pulse microwave devices, or radar devices, measure the time it takes for a portion of the microwave radiation to be reflected from the target area to a receiver. Pulse microwave devices can detect volume, presence and occupancy. Laser-based sensors could also be used, but they are more expensive to install and maintain, and are more affected by adverse weather conditions. In contract, the performance of microwave sensors is generally not affected by weather conditions and would provide satisfactory, lower-cost results in this application. Examples of this type of equipment are included in Appendix A.
• License Plate Recognition (LPR) system to capture and record the vehicle license plates. The LPR system includes a video camera that uses self-illuminating infrared bands of light that reflect the text of the license plate. Built-in LPR recognition software then decodes the license plate information. The ability of LPR systems to accurately detect plate numbers depends on a number of factors, including distance from the observed object and the speed of that object, lighting conditions and weather. Roadside systems attempting to read plates on vehicle traveling past a location have been know to have rates in the 40%-50% range. However, recent analyses indicate much higher success rates with the latest LPR systems, which integrate infra-red capabilities in the LPR camera and post-processing of data to increase reliability to over 90%. 1 With this type of system, and the highly controlled, low-speed environment that will exist at the rest area sites, higher accuracy levels are expected. Examples of this type of equipment are included in Appendix A.
Inclusion of LPR capabilities is necessary to meet the project’s secondary objective – to identify each truck and check against appropriate databases to insure that all licenses, inspections, tax payments, etc. are in compliance. Similar to a police officer checking cars’ windshields to up-to-date inspection and registration stickers or checking plate numbers in the field against a violations database for outstanding parking tickets, it is intended as an enforcement tool. In addition, given increased homeland security concerns, the system could also help track or identify vehicles of concern. The primary objective of the system – to monitor truck parking supplies and inform truckers about availability – would not require the LPR equipment, although it would provide an added check on system accuracy.
• Wireless transmission medium to transmit license plate and detector information to a local hub.
• Wireless transmission medium to transmit the status of the truck parking area one mile upstream of the rest area to a VMS.
• VMS Signs on I-87 to display the message to the truck drivers. Examples of this type of equipment, which are similar to many of the signs already used in the corridor, are included in Appendix A.
2.2.3.3. Functional Details
As noted, each of the truck parking areas will be equipped with a set of non-invasive microwave detectors and an LPR system. As a truck enters the parking area, it first passes through the LPR camera followed by the non-invasive detector station. A similar set up is used at the exit of the truck parking area. All the devices are connected to a local hub through a wireless
1 Áutomatic License Plate Recognition, Intelligent Transportation Systems, IEEE Transactions on Issues of 2004 (Volume 5, Issue 1 (March 2004).
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connection. The local hub has a database server that keeps track of the vehicles entering/exiting the truck parking area and also aids in comparing the available parking spaces. If there are no available parking spaces, a message is sent to the upstream VMS indicating the non-availability of parking at that rest area. The number of available spaces can be accurately monitored even if some of the truck’s plates cannot be identified.
As noted earlier, via connection through the State’s IEN, the same real-time information could be placed on a corridor website, which truck drivers could check at rest area kiosks or via their own computers at locations where wireless connection service is provided. Local area HAR broadcasts would also be possible if the limited broadcast areas were sufficiently close to the facilities. Further, using the specific truck information obtained by the LPR, regulatory agencies could check whether there were any outstanding safety or credentialing issues associated with that truck, and take appropriate action if warranted.
While the availability of the IEN would clearly facilitate its operations, the proposed system would not depend on the IEN. A standard CDMA (Code Division Multiple Access) cellular connection, availble through Verizon or similar carriers, could provide sufficient communications connections to connect with VMS along the highway, with rest area kiosks or corridor web sites.
2.2.3.4. Functional Specifications
Item Specifications
License Plate Recognition System
1. Low power requirements and field hardened for harsh conditions 2. Charge Coupled Device (CCD) chip capable of plate recognition in
any light conditions 3. Communicate with local hub up to a distance of 500 ft
Non-invasive Detector
1. Capture truck traffic data including occupancy and count 2. Low power requirements and field hardened for harsh
environment 3. Communicate with local hub up to a distance of 500 ft
VMS 1. Full matrix walk-in sign, located approximately 1 mile from the parking area
Communications Infrastructure
1. The communications between local devices and the Hub shall be either a fixed link or wireless connection depending upon the available communications infrastructure
2. The communications between the parking hub and the VMS shall be a wireless Ethernet connection with a range of approximately 1000 feet
Parking Server Hub 1. The parking hub shall be co-located within the rest area with other existing systems.
2.2.4. PROJECT IMPLEMENTATION
2.2.4.1. Regulatory, Environmental, and Agency Coordination Issues
Because this project would be constructed entirely within the I-87 right-of-way, within existing rest area properties, minimal environmental disturbance or impacts are projected. Therefore, minimal associated regulatory requirements and environmental processing would be needed. The nature of the VMS signs on the highway at both locations would have to comply with
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applicable Federal guidelines for interstate highways, and the signs at the High Peaks site would require review by the Adirondack Park Agency (APA). Inter-agency coordination between the stakeholders (i.e., NYSDOT, NYS Thruway, NYS Police, FHWA) would be necessary to ensure that the functionality of the system, the use of data, response protocols and related factors are in place and defined.
2.2.4.2. Project Costs
The following are the preliminary estimates of the projected costs for the proposed program:
Parking Supply Monitoring - Mobile Option
Description Quantity Unit CostTotal Cost
Non-invasive Detector 2 $10,000 $20,000
LPR Camera 2 $10,000 $20,000
Portable Vehicle & Accessories 2 $8,000 $16,000
Wireless Modems 2 $6,000 $12,000
Database Server 1 $20,000 $20,000
VMS (Portable) 1 $70,000 $70,000
Central Communications Equipment 1 $15,000 $15,000
Software 1 $35,000 $35,000
Sub-Total $208,000
Design & Misc. (Incl. Contingency) 25% $ 52,000
TOTAL $260,000
Parking Supply Monitoring - Permanent Option
Description Quantity Unit CostTotal Cost
Non-invasive Detector 2 $10,000 $20,000
LPR Camera 2 $10,000 $20,000
Poles and Misc. Accessories 2 $20,000 $40,000
Wireless Modems 2 $6,000 $12,000
Database Server 1 $20,000 $20,000
VMS (Permanent) 1 $300,000 $300,000
Central Communications Equipment 1 $15,000 $15,000
Software 1 $35,000 $35,000
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Parking Supply Monitoring - Permanent Option
Sub-Total $462,000
Design & Misc. (Incl. Contingency) 25% $ 115,500
TOTAL $577,500
Parking Supply Monitoring – Conversion of Temporary Option to Permanent Option
Description Quantity Unit CostTotal Cost
Non-invasive Detector 2 $0 $0
LPR Camera 2 $0 $0
Poles and Misc. Accessories 2 $20,000 $40,000
Wireless Modems 2 $0 $0
Database Server 1 $0 $0
VMS (Permanent) 1 $300,000 $300,000
Central Communications Equipment 1 $0 $0
Software 1 $0 $0
Sub-Total $340,000
Design & Misc. (Incl. Contingency) 25% $ 33,000
TOTAL $373,000
As indicated, the projected cost for the initial temporary installation at the two facilities would be approximately $260,000. Initial construction of the permanent option would cost approximately $577,500. Conversion of the two temporary sites to permanent facilities would cost approximately $373,000. Annual maintenance costs for this type of facility would normally range between 2% to 5% of capital costs, or approximately $15,000. Operating costs would be approximately $8,000 to $9,000, including approximately $2,500 for power, $1,500 for communications and $4,500 - $5,000 for staff.
