Geospatial Information Infrastructure for Transportation Organizations (2004)

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3 8 APPENDIX D Descriptions of Workshops AGENDA, THURSDAY, MAY 2, 2002 8:30–10:00 a.m. Opening Session WELCOME AND OVERVIEW Ysela Llort, State Transportation Planner, Florida Department of Transportation FEDERAL INITIATIVES IN SPATIAL INFORMATION INFRASTRUCTURE Ashish Sen, Director, Bureau of Transportation Statistics NEW DEVELOPMENTS IN GEOGRAPHIC INFORMATION SCIENCE Harvey Miller, Professor, University of Utah 10:30 a.m.–12:30 p.m. Spatial Information Infrastructure in the Transportation Modes MARITIME Roger Johnson, Acting Chief, Cartographic and Geospatial Technology Programs, National Ocean Service, National Oceanic and Atmospheric Administration RAIL Sharon Austin, Communications Director, Metra Railroad AIR Randy Murphy, Founder, Grafton Technologies, and Kevin Carlson, ANSP, Inc. TRANSIT Michael Shiffer, Vice President, Planning and Development, Chicago Transit Authority HIGHWAY Brian Logan, Cartography/GIS Manager, Kansas Department of Transportation 1:30–3:00 p.m. Three Breakouts on Enhancing the Intermodal Use of Spatial Information Participants will (a) summarize technical and organiza- tional actions to improve the value of spatial informa- tion technologies in transportation organizations and (b) recommend strategies for enhancing interoperability of spatial information among organizations. 3:30–5:00 p.m. Report from the Panels on Intermodal Use of Spatial Information Panels report findings on actions to improve the value of spatial information technologies and strategies to enhance interoperability. Workshop 1: May 2–3, 2002, Chicago, Illinois

AGENDA, FRIDAY, MAY 3, 2002 8:30–10:00 a.m. Critical Perspectives on Spatial Information Infrastructure to Support Multimodal Transportation Organizations Moderator: Michael J. Shiffer, Vice President, Planning and Development, Chicago Transit Authority STATE DEPARTMENT OF TRANSPORTATION OFFICIAL PERSPECTIVE Brian Rowback, Director of Region 5, New York State Department of Transportation LOGISTICS PERSPECTIVE Bruce A. Ralston, Professor and Head, Department of Geography, University of Tennessee LOCAL PERSPECTIVE Ron Thomas, Executive Director, Northeastern Illinois Planning Commission AIRPORT PERSPECTIVE: O’HARE AIRPORT John Foggia, ANSP, Inc. 10:30 a.m.–noon General Session and Wrap-Up SUMMARY, OPENING SESSION, MAY 2 FEDERAL INITIATIVES IN SPATIAL INFORMATION INFRASTRUCTURE Ashish Sen, Director, Bureau of Transportation Statistics Dr. Sen described the responsibilities that the Bureau of Transportation Statistics (BTS) has within the U.S. Department of Transportation (USDOT), including the lead role in meeting the Office of Management and Budget’s mandate to complete standards for the trans- portation layer of the National Spatial Data Infrastructure by the end of 2002. Transportation is inherently spatial, and geographic information systems (GIS) are the essence of transporta- tion information. Viewing data geographically can often suggest new insights and clearly illustrate the potential of spatial data integration. Dr. Sen went on to note some of the GIS problems that must be solved to achieve that potential. He challenged the group to communicate, cooperate, and coordinate to move forward in the use of spatial data to solve multimodal transportation problems. NEW DEVELOPMENTS IN GEOGRAPHIC INFORMATION SCIENCE Harvey Miller, Professor, University of Utah “GIS” refers to the technologies for capturing, storing, processing, and communicating geospatial information. “Geographic information science” (GISci) refers to the theories, models, and methods that underlie GIS. The distinction is originally due to Goodchild (1992). GIS Trends “Data Poor to Data Rich” There are new modes for collecting georeferenced data, including automated, real-time data capture from intel- ligent transportation systems (ITS), location-based ser- vices (LBS), and environmental monitoring devices such as automated weather stations. Data storage costs have also collapsed over the past decade, leading to the development of massive enterprise databases and data warehouses. Spatial data infrastructures such as the U.S. National Spatial Data Infrastructure are facilitat- ing the sharing and interoperability of spatial data, which is resulting in rapid growth of digital geospatial data. This involves not only increased volumes and expanded coverage (e.g., global databases) but also increased spectrum. In addition to the traditional vector and raster spatial data, it is possible to collect and store georeferenced multimedia, including text, sound, and imagery. A critical development in GIS, particularly for trans- portation applications, is the development of position- aware technologies. As the name implies, position-aware devices can report their location in geographic space. These technologies often have wireless communication capabilities, either to the Internet or to a voice commu- nication system such as a cellular telephone network. Positioning methods include Global Positioning System (GPS) receivers and radiolocation methods that “piggy- back” on wireless communications. Vehicle-based and person-based inertial navigation systems that compute distance and direction from a known location are also possible. Some trends associated with these technologies include field-based GIS that allow the researcher to adaptively collect, edit, and analyze data in the field; ITS that require vehicle tracking; and LBS coupled with wireless Internet to provide information on the basis of location in space and time. Increasing Use of Digital Imagery in GIS Image maps are a convergence of imagery and mapping; the imagery has the geometric accuracy of a map. Included are digital orthophotoquads, which are expected to cover the entire United States within 10 years, and digital raster graphics, or digital images of 3 9DESCRIPTIONS OF WORKSHOPS

U.S. Geological Survey topographic maps. Remote sensing (RS) is also experiencing a major renaissance. Improvements in RS technologies are creating substan- tial increases in various types of resolution: spatial (1 meter and below), temporal (high revisit rates, geosyn- chronous, aerial platforms), and spectral (hyperspectral sensors that can collect 200 or more bands of spectral data). This is leading to new opportunities for socioe- conomic and transport applications, including RS of vehicles and detailed urban morphology. GIS will move beyond “raster or vector.” The dis- tinction between raster and vector will no longer be meaningful from the user’s perspective: GIS will include automated intelligent conversion between these formats as necessary. Georeferenced multimedia sound and imagery will be increasingly important. The logical extreme is the virtual geographic environment, which allows users to immerse themselves in a photorealistic virtual reality environment (much like the “holodeck” on Star Trek—it may even be physically manipulable given nanotechnology!). Development of Network and Mobile Computing Network computing will lead to “information appli- ances” or special-purpose thin client/fat server comput- ers where most computing and data processing occur remotely at a server or servers. Internet GIS will allow the deployment of web-accessible geographic data servers and geographic data warehouses. It will also allow computation to be distributed and spatial ana- lytic tools to be shared. Mobile (wireless) technology will allow “ubiquitous computing” through handheld and wearable devices or possibly through devices embedded in infrastructure. This could permit GIS any- where, anytime (within limits, of course: anyone with access to a wired or wireless telephone will have access to GIS). Mobile GIS can allow “augmented reality.” For example, the analyst will be able to wear lightweight goggles and see a GIS data view imposed on a real view of some scene. GIS Software More User-Friendly and Flexible Better user interfaces are already evident: ArcGIS Version 8.1 utilizes the WIMP (windows, icon, mouse pointer) interface. Computer scientists are also trying to move beyond the desktop metaphor; for example, David Gelernter at Yale University is developing a “timestream” interface that maintains information and tools as a time-dependent flow of configurations and activities. “Wizards” and intelligent agents can help users through complex GIS processes (in the former case) or conduct the process automatically and in the background (in the latter case). The development of object-orientation and componentware means that soft- ware in general, and GIS specifically, will no longer have a wide range of vendor-supplied tools that try to do everything with limited success. Instead, it will become flexible. Flexibility is supported by the devel- opment of interoperable and open software architec- ture. GIS will probably cease to be independent, stand-alone software and instead become a tool kit linked to enterprise database systems. GISci Trends Among the many developments, three major trends that are especially relevant to GIS for multimodal trans- portation are highlighted. One of the biggest at the frontier of GISci is spatiotemporal GIS, that is, GIS rep- resentations and tools that can accommodate two- or three-dimensional geospace and time in an integrated manner. “Multidimensional GIS” tries to go beyond the “timeless space” of the map to include representation and analysis of four-dimensional information (Raper 2000). Some of these ideas have also been developed specifically for socioeconomic applications (Frank et al. 2001). There have been recent breakthroughs in spa- tiotemporal data modeling, including the event-based spatiotemporal data model, which maintains spa- tiotemporal data as a sequence of temporal events asso- ciated with a spatial object (Peuquet and Duan 1995), and the three-domain model (Yuan 2001), which treats time as a temporal object instead of an attribute to give the spatial, temporal, and semantic domains equal emphasis. The multidimensional location referencing system recently developed under the sponsorship of the National Cooperative Highway Research Program uses the three-domain model to develop a transportation data model that can reference facilities and events in three-dimensional geospace and time with respect to a transportation network. Another research frontier is the development of meth- ods for geographic data knowledge discovery (GKD). This refers to the search for patterns in massive geo- databases. Tools of geographic data mining include spa- tial cluster classification, exploratory spatial analysis using statistical methods, and geographic visualization. GKD will become more important in transportation as spatiotemporal data on network flows (through ITS) and on space–time trajectories through LBS become available. See Miller and Han (2001). A final relevant trend is attempts to move GIS beyond place-based theories and methods. Place- based methods such as travel demand modeling, urban theory, and GIS in general are increasingly 4 0 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

limited. In this high-mobility and information tech- nology–based world, activities are increasingly being disconnected from place (for example, work can occur at an office, at home, at a coffee shop, or in a park). Some researchers, among them the author, are calling for a “people-based GIS,” which will extend place-based GIS to encompass dynamic and mobile objects that perform activities within a dynamic geometry representing space. There are numerous theories and technologies to support a people-based GIS. Theories include time geography, which focuses on spatiotemporal constraints on behavior; activity theory, which examines how humans arrange activi- ties in space and time and how transportation, telecommunication, and urban systems emerge from individual activities; and the aforementioned multi- dimensional GIS. Technologies that support a peo- ple-based GIS include position-aware technologies for data collection and GKD for massive, noisy space–time databases. References Frank, A. U., J. F. Raper, and J.-P. Cheylan (eds.). 2001. Life and Motion of Socio-Economic Units. Taylor and Francis, London. Goodchild, M. F. 1992. Geographical Information Science. International Journal of Geographical Information Systems, Vol. 6, No. 1, pp. 31–45. Miller, H. J., and J. Han (eds). 2001. Geographic Data Mining and Knowledge Discovery. Taylor and Francis, London. Peuquet, D. J., and N. Duan. 1995. An Event-Based Spatiotemporal Data Model (ESTDM) for Temporal Analysis of Geographical Data. International Journal of Geographical Information Systems, Vol. 9, No. 1, pp. 7–24. Raper, J. F. 2000. Multidimensional Geographic Information Science. Taylor and Francis, London. Yuan, M. 2001. Representing Complex Geographic Phenom- ena in GIS. Cartography and Geographic Information Science, Vol. 28, No. 2, pp. 83–96. SUMMARY, FIRST GENERAL SESSION, MAY 2 MARITIME Roger Johnson, Acting Chief, Cartographic and Geospatial Technology Programs, National Ocean Service, National Oceanic and Atmospheric Administration The National Oceanic and Atmospheric Administration (NOAA) is the nation’s principal advocate for ocean and coastal stewardship. It provides the scientific infor- mation management and leadership necessary to bal- ance the environmental and economic well-being of the nation’s coastal and economic resources. NOAA’s mis- sion is to describe and predict changes in Earth’s envi- ronment and to conserve and wisely manage the nation’s coastal and marine resources. This task consists of seven strategic goals: to advance short-term warning and forecast services, implement climate forecasts, predict change, promote safe naviga- tion, build sustainable fisheries, recover protected species, and sustain healthy coastal ecosystems. Maritime spatial data received by the Office of Coast Survey is primarily used to promote safe navigation. About 3,500 ships are involved in incidents on the nation’s waterways annually. The stress on the nation’s ports continues to increase substantially. During the past 50 years, the size of ships has doubled and the amount of oceangoing commerce has tripled. By weight, more than 98% of all cargo passes through U.S. ports and harbors. That represents more than $500 billion annually, and much of this cargo contains hazardous materials. Currently, NOAA’s primary product is the nautical chart, which shows the depths of water, aids to naviga- tion, navigational dangers, and the adjacent land area that is of interest to the mariner. The charts are primarily intended for marine navigation. Nautical charts are veri- fied and updated as part of an ongoing process to create a cartographic representation of the best available data collected through the years, employing a variety of col- lection techniques and delivered using various data types, formats, datums, scales, collections, and projections. Charting material primarily consists of dredged chan- nel data supplied by the U.S. Army Corps of Engineers, aids to navigation from the U.S. Coast Guard, and hydrographic and topographic surveys from NOAA itself. This material is supplemented with other surveys and information from other government and private organizations. All material needs to be critically exam- ined with particular attention to the date of the survey, geographic datum, depth unit, plane of reference, and purpose and quality of the survey. Two other new products of special interest to the geospatial data community are coastal maps and the extracted vector shoreline projects. The coastal map provides the hydrography and topography of all current edition nautical charts in a georeference raster format. What challenges face NOAA? With more than 95,000 miles of coastline and 3.5 million square miles of open water, charting the United States is a substantial task. Daily challenges include the accurate horizontal and ver- tical datum transformations as well as data format con- versions. The nautical chart is covered with information that was collected over numerous years with a variety of 4 1DESCRIPTIONS OF WORKSHOPS

resolutions. Many of the data date back to the 1940s. Because of the Differential Global Positioning System, today’s mariners are often capable of determining their position with a greater degree of accuracy than was the case when the data were collected. Improving positional accuracy is a major challenge. RAIL Sharon Austin, Chief Communications Officer, Metra Railroad, Chicago, Illinois Metra is a Chicago-area rail rapid transit system cover- ing 3,700 square mile in northeastern Illinois. It is made up of 12 separate rail lines that radiate from the Chicago Loop and serves more than 100 communities and 241 rail stations. Metra runs 705 trains on weekdays and 484 on weekends over 546 route miles (1,189 track miles) and carries almost 300,000 passengers per day. The presentation was focused on describing the GPS TrainTrac system, which is a computerized train-tracking system using GPS information to detect train locations and send concise information and announcements to cus- tomers. A test system was installed in two trains on one line in 1999, and after evaluation the decision was made to implement TrainTrac systemwide in April 2001. The project goals were the following: • Ability to monitor location and schedule perfor- mance of all commuter trains operating on Metra, Burlington Northern and Santa Fe, and Union Pacific; • Automated station and emergency announcements on board; • Automated reminders for customers needing special assistance; • Ability to number trains, revise schedules, and gen- erate and send announcements from a central location to any train; • Ability to derive more timely information concern- ing operation and send it more quickly and efficiently to waiting customers; and • Ability to evaluate operation in real time when decisions are being made during service changes or disruptions. Implementation of Phase 1 of the system was com- pleted in December 2001, and Metra is now preparing to implement Phase 2, which will develop an interface with existing station signs and audio equipment, develop and install technology for new cars, and make improvements to the existing system-based user experience. In response to a question concerning ridership changes as a result of the improved customer service, Ms. Austin indicated that Metra has received positive feedback from weekend travelers on ease of using the service. However, Metra is primarily a commuter line with fairly stable weekday ridership, and increases have not been noted to date. AIR Randy Murphy, Founder, Grafton Technologies, and Kevin Carlson, ANSP, Inc. The purpose of this presentation was to provide an overview of how and why airports are applying spatial data and technologies. It was also intended to provide an industry overview that would set the context for the more specific application of spatial data and technologies at Chicago O’Hare International Airport. Airports are not new to maps. Starting in the early 1930s, Elrey Jeppesen began hand-drawing charts for him- self and his fellow pilots, many of whom flew airmail routes. By the mid-to late 1900s, computer-aided design (CAD) technology was flourishing as a tool to plan, design, build, operate, and maintain the facilities that make up an airport. Now GIS and CAD technologies are being used in numerous airport applications. Where this will lead in the decades ahead is the question and a challenge. Most people are familiar with airports. They are complex environments encompassing aircraft opera- tions, surface transportation, communication centers, weather stations, construction sites, maintenance, and fuel loading. Airports have also grown to include road networks, utilities, shopping malls, hotels, business cen- ters, and shipping hubs. In many ways, airports can be thought of as minicities. The growth of airports is a long-term trend that is expected to continue for the foreseeable future, despite the terrorist attacks of September 11, 2001, and a recent economic slowdown. It has strained the existing aviation infrastructure and necessitated construction at airports throughout the country and, for that matter, the world. GIS is being looked upon by many as a tool that can help the expansion and improvement of the aviation infrastructure. The application of spatial data and technologies in the aviation sector has, however, lagged that in other trans- portation modes. It is estimated that aviation is approxi- mately 9 years behind the other modes in applying GIS. Despite the need to catch up, a steep growth curve is expected because of demand. It will be facilitated by the lessons that can be learned from the other modes. The challenge that lies ahead is to promote the shar- ing of experiences, data, and applications across modes. TRANSIT Michael Shiffer, Vice President, Planning and Development, Chicago Transit Authority Large urban transit organizations have challenging spa- tial data needs, and Chicago is no doubt representative 4 2 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

of this. The Chicago Transit Authority (CTA) is the sec- ond-largest mass transit system in the United States, with • 1,874 buses on 2,196 route miles; • 12,858 bus stops; • 1,190 rail cars on 222 route miles; • 143 stations; and • 1.56 million riders per day. Given all of this, CTA has significant amounts of rolling stock and numbers of facilities and employees to keep track of; in addition, it must maintain an under- standing of where riders are and where they wish to go. The spatial data needs of CTA are broken down into the following: strategic planning, service planning, schedul- ing, facilities, transit operations, maintenance, and capi- tal program management. This paper will describe the spatial data needs of these functions and conclude by identifying some of the more general spatial information challenges that face large transit organizations. Strategic Planning The Strategic Planning Department strives to understand travel patterns within the metropolitan area. In doing this, a combination of census and land use data is critical in juxtaposition with the existing transportation infra- structure. Coordination of this information involves forming institutional links not only with the city of Chicago but also with the 38 local governments that CTA serves in the suburban area. The strategic planning group also relies on customer satisfaction surveys that frequently have an associated geographical element. Another critical aspect is the need to manage the fleet of rail cars and buses and effectively allocate these vehi- cles among 8 bus garages, 11 rail terminals, and 12 rail yards. This fleet also requires tracking the capacity needs of individual routes so that CTA can better determine its needs for purchasing new vehicles. CTA must also keep abreast of strategies for dealing with emergency situa- tions, which requires the maintenance of an effective information infrastructure to support contingency route planning in the event of extraordinary circumstances. Service Planning The Service Planning Department analyzes ridership pat- terns to incrementally adjust service to better match pas- senger demands. Key technologies that make this possible include automatic passenger counting mecha- nisms and fare collection technologies that record spatial coordinates. As CTA tracks its service, it must always be cognizant of equity considerations, because Chicago is a highly varied, multicultural city. Furthermore, service changes must be related to standards that have been put forth to the public. Scheduling The Scheduling Department is responsible for develop- ing schedules that determine where and when vehicles serve the public. It must also determine the scheduling of thousands of employees who operate these vehicles and support CTA service. Some of the spatial aspects of this include having a geographical understanding of challenging logistical concepts (such as where employee washroom facilities are located throughout the city). The department also needs to maintain location-specific timetables so that customers can gain an understanding of when a bus or train will arrive. Facilities Development The Facilities Development Department must monitor street closures and construction timetables so that ser- vice can be rerouted with minimal disruption. In addi- tion, the department maintains a spatial database of all 12,000 bus stops. Included in this information are char- acteristics of these stops, such as on which side of the street the bus stops, whether the intersection is signal- ized, and whether there are shelters for patrons. Other facilities issues in which spatial data play a significant role include how buses are turned and where vehicles can lay over between runs. Transit Operations Perhaps the most important application of spatial data in a transit system involves having information systems that allow effective monitoring of buses and trains. Such real-time management involves the support of field supervisors, the delivery of paratransit services, and current information on emergency reroutes. In addition, spatial data play a critical role in the manage- ment of medical, police, and fire services should they be required at any point in the system. Of particular importance in Chicago is the issue of snowfall. CTA must keep rail stations and track align- ments clear. In addition, CTA must coordinate snow removal efforts with those of the municipalities it serves to maintain clear bus routes, terminals, and stops. Hundreds of other utility vehicles are used to sup- port infrastructure (such as garages, warehouses, and elevated rail structures). Furthermore, it is important to 4 3DESCRIPTIONS OF WORKSHOPS

understand the condition of this infrastructure, which of course has spatial needs. Capital Program Monitoring Finally, the management of the capital program requires tracking the progress of many concurrent construction efforts. In addition, an understanding of issues concerning real estate adjacent to CTA property is necessary. Spatial information and emerging multimedia systems can play a pivotal role in both internal and public meet- ings where the many facets of CTA’s capital programs are discussed. Conclusions Spatial data for transit properties present some interest- ing data-handling challenges. Some of these challenges arise because routes change by time of day and the alignment of some routes changes with the direction of travel. CTA also has routes that overlap on the same street, and some of Chicago’s multilevel roadways add to this complexity. Beyond these transit-specific challenges, CTA faces many of the same challenges that other public agencies must address. These include sharing information (both within the agency and with other agencies), the devel- opment of a spatial information infrastructure, and the development of the human capital necessary to main- tain this infrastructure. HIGHWAY Brian Logan, Cartography/GIS Manager, Kansas Department of Transportation Mr. Logan characterized the current practice in spatial information technologies in the Kansas Department of Transportation and the benefits derived from various applications. The specific examples included the develop- ment of the department’s comprehensive highway pro- gram and the integration of disparate data sources for long-range planning and transportation modeling and as a decision-support tool in working with the governor, the legislature, local governments, and federal agencies. Other examples cited were GIS web applications such as road condition reporting systems, construction and detour reporting systems, truck routing systems, and construction program status. Kansas has also used spatial data in multimodal applications such as rail–highway crossing improvements and in developing a statewide bicycle map. Kansas has an active GIS clearinghouse that oversees development and use of spatial data. It works with federal, state, and local agencies and local utilities to coordinate collection of base data, including georeferenced imagery and base maps. It also maintains metadata records. Mr. Logan offered the agency’s perspective on the necessary infrastructure of spatial data, technical tools, and staffing. Critical issues included the conversion of legacy systems, the development of data standards, standardized location reference systems, and the inte- gration of current remotely sensed imagery. Staff resources, well trained in spatial data technologies, are essential to successful application of GIS in state departments of transportation. SUMMARY OF BREAKOUT SESSIONS Workshop participants were divided into three groups and were asked to (a) summarize technical and organi- zational actions to improve the value of spatial infor- mation technologies in transportation organizations and (b) recommend strategies for enhancing interoper- ability of spatial information among organizations. To help structure their response, each group was provided the following topics: • Key issues affecting modes today. • How spatial data, tools, and technologies help address those issues. • Barriers or constraints: securing the resources for new data, tools, and technologies. • Critical pieces to ensure effective impact of tech- nologies. • Areas where sharing spatial data or cooperating on technology development would improve use of spatial information technologies. Key Issues Affecting Modes • Congestion/mobility within and across modes. • Safety. • Security/emergency response. • Liability. • Environmental impacts. • International border crossings. How Spatial Data, Tools, and Technologies Help Address Those Issues Cross-Modal Analyses Spatial technologies enable integration of information, which allows closer examination of the traditional split between modes for both passenger and freight. Such 4 4 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

integration helps identify duplicative service and gaps that contribute to congestion and inefficient travel. For example, it allows assessment of travel time equilibrium between modes in critical transportation corridors. Socioeconomic Analyses The impact of transportation facilities and services on the community and environment can be assessed through the integration of data sets including demographic, environment, travel, and physical features. Telling the Story The public has been conditioned by the media to access and absorb information presented rapidly in a visual con- text. The medium is critical in delivering the message, and spatial data technologies enhance that capability. They are excellent tools for policy makers in communi- cating information on transportation programs and pro- jects to funding agencies such as legislatures and to the affected public. Meeting Emergency Needs Spatial data technology enables rapid assembly and analy- sis of data to meet emergency situations affecting trans- portation facilities and services (e.g., floods, snowstorms, crashes). Data Interfacing The integration of disparate data sets such as user fees (e.g., gas tax), economic impacts (e.g., housing starts), and resource allocations are enhanced by spatial data technologies. Improvement in Decisions Through Better Data Quality Data integration via spatial technologies exposes bad data, which leads to corrections; hence, decisions are better informed. Productivity Spatial data tools and technologies improve the effi- ciency of organizations through better management of data collection, storage, analysis, and presentation. Barriers or Constraints: Securing the Resources for New Data, Tools, and Technologies Problem Definition What is the multimodal problem that the use of spatial information will help solve? The first step in developing solu- tions is a clear definition of common problems that transcend modes. This, in turn, leads to cooperation across modes. Organizational Issues The roles of the federal, state, and local governments in accessing/acquiring data and sharing (giving up the data) are unclear. In addition, the stovepipe mentality and legacy databases within organizations hamper data sharing. Lack of a Driver Transportation modal agencies need a common pur- pose or issue to “rally around” or to “drive” inter- modal cooperation and coordination. This involves identification of the critical stakeholder. The issue could be security, access to work sites, modal transfer points, and so forth. Conflicting objectives between modes and organizations lead to inefficient operations. Access to Private-Sector Data Core data sets often provide competitive advantage to the shipper/carrier of freight; hence, there is a reluctance to share. Lack of Standard Data Sets and Definitions • Precision and accuracy requirements of users vary • Core data sets to meet common user needs are undefined –NCHRP Project 20-27(1) GIS Report (Univer- sity of Wisconsin) –Jack Faucett report (NCHRP document) –Saratoga Springs freight conference report • Metadata standards are missing • Georeferencing systems are inconsistent between organizations Not User-Friendly There is a need to make the tools and technologies easier to use. 4 5DESCRIPTIONS OF WORKSHOPS

Single Modal Focus There is a lack of motivation to collect data other than those needed for business. Few service providers have broad multimodal operational responsibilities. Funding Constraints Data are expensive, and data acquisition and analysis capability is often the first area of the budget to be cut. This problem is compounded by the perception that data are secondary to transportation organizations, whose primary activities are construction and opera- tion. The information infrastructure needs to parallel the physical transportation infrastructure. Lack of Knowledgeable Staff The need for knowledgeable staff extends from those who must understand the technology to those who must apply it to real situations. Also, technology is great, but it cannot replace the thinking process. Critical Pieces to Ensure Effective Impact of Technologies Involvement of Policy-Level Decision Makers This will drive organizations to use spatial data tech- nology. Development of Best Practices Development of best practices is needed in both the public and the private arenas to deal with data issues and process. It is particularly important for use in debating public policy issues. Cost–benefit examples from the private sector (FedEx) would be useful. This could include a pilot project in which a public–private partnership facilitates the movement of people or goods and has a clear benefit to a customer set. Private-Sector Buy-In This leads to cooperative actions in technology devel- opment and use between modes and organizations. For example, the ITS community has developed traffic data standards and procedures now in use by state and local governments. Top-Down and Bottom-Up Approach Policy-level actors (commissioners, CEOs) drive the use; planning and operations staffs develop the tools and technology. Organizational Location Spatial data elements must be incorporated within an organization’s broader information technology plan. This is helpful in getting senior management approval and makes it less vulnerable to budget cuts. Standards Standards are necessary to make shared information useful across organizations and modes. Metadata stan- dards and a “road map” to inform users about what is available should be included. Liability and Privacy Data provider and user comfort levels must be devel- oped to ensure data sharing. There should be integration with electronic media (Internet) to broaden the exposure of spatial technology applications. Training This is necessary to develop knowledgeable staff at all levels of government. Identification of Common Data Sets This allows agencies to focus on coordination in the funding, acquisition, and sharing of essential data without posing a threat to organizational roles and responsibilities. Areas Where Sharing Spatial Data or Cooperating on Technology Development Would Improve Use of Spatial Information Technologies Development of Standards Common data sets and metadata standards should be developed. 4 6 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

Quantifying the Value of Sharing Multimodal Data • How do the regional and local economies benefit? • Examine linkages from demographics to jobs to mode. • Examine relationships between modes and gov- ernment (e.g., airport and city). Partnerships with Other Disciplines Actively Engaged in Use of Spatial Technology This could include the military (where possible), the space industry, and nontransportation arenas such as the real estate/housing industry. Performance Measures Governments at all levels and the private sector utilize per- formance measures to assess the impact of investment on the delivery of products and services. Spatial technology can assist in developing cross-modal measures. Activity-Based Perspective Organizations focus on the mode for which they have responsibility. Shifting the focus to the activity supported (e.g., journey to work, moving freight from one point to another) would highlight the importance and enhance the use of spatial technologies to integrate data sets. Transportation should be viewed as a service independent of mode. People and goods should move from one point to another in a seamless fashion. If transportation is viewed as a service, it might be easier for organizations and modes to seek (and find) information commonalities that could be supported or enhanced by spatial technologies. Emergency Services Clear demonstration of benefits in early response and subsequent recovery would enhance use of spatial tech- nologies. SUMMARY, SECOND GENERAL SESSION, MAY 3 STATE DEPARTMENT OF TRANSPORTATION PERSPECTIVE Brian Rowback, Director of Region 5, New York State Department of Transportation Mr. Rowback is the Regional Director for New York State Department of Transportation’s Niagara Frontier area, a four-county area in western New York. He is responsible for about 1,100 employees, split among operations, maintenance, engineering, and planning and development. His presentation covered three topics with respect to the use of spatial data: the integration of demo- graphic and modal information, emergency response applications, and an approach to allowing executives and other management staff to review information on the capital program. The first example focused on relating the assets of the Buffalo transit system to the demographics of the area. By geographically relating major employment centers to residential areas, the department was better able to ana- lyze ridership and locate and construct bus shelters, side- walks, and other pedestrian facilities. The availability of a spatially related asset management database to all local governmental agencies was instrumental in developing sound operational plans. In the second example, Mr. Rowback described how the department used spatial data in managing state, local, and private resources in response to a major snowstorm. In December 2001 Buffalo received 84 inches of snow over a 2-day period, which effectively paralyzed the city. To direct the response, the department used a spatial database to identify roads closed to all traffic, roads open (plowed) with either one or more lanes, and snow dump areas. The up-to-date information was also posted on a website available to emergency management staff. The final example was an illustration of the use of spa- tial databases in the capital construction program. Each project in the program contains a multitude of informa- tion that is critical to both the department and the pub- lic affected by the project. Critical milestones, schedules, detour routes, cost–benefit analyses, legislative districts, and other factors are in constant demand. A graphical representation becomes a valuable communication tool. In response to questions concerning how BTS could assist a state department of transportation, Mr. Rowback stated that he lacked good information in cer- tain areas, particularly origin–destination on freight movements. Issues include congestion at major choke points, international border crossings, and security. LOGISTICS PERSPECTIVE Bruce A. Ralston, Professor and Head, Department of Geography, University of Tennessee This presentation focused on the logistics aspects of producing, storing, transporting, and marketing goods. Key questions are as follows: • What modes are available at various locations? 4 7DESCRIPTIONS OF WORKSHOPS

• What are the costs, time, and capacity functions to capture intermodal movements? • Is the infrastructure that makes the intermodal movements possible fixed or movable? A model of the relationships between these factors along with several specific examples (grain storage in Osaka, jeans for Levi Strauss, CVS distribution chain) showed the value of spatial data integration in developing direct logistics costs. The logistical perspective is both tactical (short term) and strategic (long term). It looks at things like facility location, transport and design, choice of mode and type of carriage, and inventory control. It works well at the operational level but needs further development and use of GIS technology for strategic decisions, particularly as it relates to supply chain optimization. A supply chain consists of relationships between all actors: from the sources of raw materials, to the trans- portation providers, to distribution center operations, to delivery to the customer. Supply chain management is the practice that tries to coordinate these activities to increase customer value and is often based on interfirm relationships. It requires information sharing, cost–sav- ings sharing, and chain visibility. There are “spatial bro- kers” that provide information via the web to support logistics and help run the emergent markets. Supply chain approaches reflect emerging economic organizations. The shippers, carriers, and third-party information providers are learning how best to interact to build and use new business models. The swarm intel- ligence concept provides simple operational rules and allows businesses to evolve the best logistical approach. These trends highlight the need for dynamic spatial tools and technology. LOCAL PERSPECTIVE Hubert Morgan, Northeastern Illinois Planning Commission The Northeastern Illinois Planning Commission (NIPC) is the regional planning agency for the six counties, including 272 municipalities and 8.1 million people, in the Greater Chicago area. Its primary responsibility is in land use planning and in working with transporta- tion agencies such as the Chicago Area Transportation Study and CTA to relate community needs and public services. Mr. Morgan described the NIPC planning process, including the strong outreach to the public in identifying five regional issues areas: transportation and infrastructure, economic development, community development, natural resources and the environment, and quality of life. GIS technology has been particularly useful in link- ing land use development patterns to employment and the transportation systems. The impact of proposed new developments on highway capacities and transit services can be more easily evaluated and presented to developers and the general public. One of the challenges faced by NIPC is the difficulty in relating data collected by local governments under varying time frames and quality standards. NIPC is attempting to bridge these data gaps and overlaps by becoming the “spa- tial information broker” for the region. The use of spatial data technologies to demonstrate to local governments the value of coordinating the funding and collection of regional data has been very effective. SUMMARY, FINAL GENERAL SESSION, MAY 3 The purpose of this session was to summarize ideas and develop proposals for enhancing the use of spatial information technologies in multimodal transportation organizations. Workshop participants were asked to refine the proposals and prioritize them on the basis of importance and ability to implement. The following issues/items were identified and discussed. Catalog of Best Practices Methods of acquiring and accessing modal data as well as examples of good cost–benefit analyses (e.g., FedEx) would be included. Transportation organizations in the different modes that can describe specific examples of best approaches to cost–benefit analyses should be identified. Examples of the use of GIS by policy makers (Kansas Department of Transportation, CTA, and New York State Department of Transportation) to make strategic decisions or to engage the public in evaluating trans- portation issues should be included. (Consider Brian Rowback’s pavement management example of using GIS as a “stovepipe” breaker, and how to use “discov- ery” as a technique to identify data sets often concealed with separate stovepipes.) Organizational and funding issues should also be addressed, including how to achieve buy-in at the top levels. Delivery could include brochures, a website, and training programs. Standardization Expanded use of spatial data technologies is hampered by lack of standards. A catalog (road map) of core data 4 8 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

standards among modes should be developed. This would allow decentralized use of spatial data at all organizational levels. Standards could also be activity based to support point-to-point transportation, either person travel or freight movements. This approach would cut across modes. The American Association of State Highway and Transportation Officials (AASHTO), the Association of Metropolitan Planning Organizations (AMPO), and other representatives of the user community could be enlisted to help define the minimum level of data needs and commonalities. Several existing core data set sources exist. Public–Private Partnerships The expanded use of spatial technologies is dependent on their use in both government and private arenas. For example, the private sector is developing geospatial data standards for use in vehicles. The 511 system will provide a special communication network for publicly available information. Innovative uses of technologies such as this are driven by the marketplace and not by government declaration. Companies such as FedEx and UPS have nation- wide data on the reliability and performance of their transportation systems. Transportation needs to seek out and engage critical private-sector modal leaders to develop strategies for sharing existing databases and developing spatial data tools and technologies. (A number of suggestions were raised in the last discussion session on working with pri- vate-sector agencies to access and share transportation data. A specific example cited was the lack of data shar- ing between airports and the surrounding communities that provide the landside access.) Research Gaps in spatial data tools and technologies need to be identified and a research program initiated to address these gaps. Coordination with other public-sector orga- nizations and with the private sector is essential to the success of this effort. Role Definition Appropriate roles with respect to spatial data and tech- nologies within USDOT and other federal agencies should be identified. This is first step in developing a hierarchy of responsible roles at other levels of govern- ment. The Transportation Research Board (TRB) also can have a role in advancing the state of the art and the state of the practice through directed research, identifi- cation of best practices, and subsequent outreach. Clearinghouse A clearinghouse capability with respect to spatial data tools and technologies would be beneficial. This should include information on current applications as well as developmental activities. (Often the developers of computer games lead the industry with respect to data integration and graphic displays.) Pilot Project A multimodal pilot/demonstration project to highlight the advantages of using spatial data tools and technolo- gies would go a long way toward demonstrating the benefits and implementation issues. One or more real- life examples focused to address multimodal issues including both passenger and freight could be featured. Service Delivery Concept Transportation can be viewed as a service independent of mode. People and goods should move from Point A to Point B in a seamless fashion. Viewing transportation as a service might make it easier for organizations and modes to seek and find information commonalities that could be supported or enhanced by spatial technologies. This would also help identify the stakeholders who need spatial information, why they need it, and what the cost would be. Problem Definition The purpose of developing a multimodal transportation information system and sharing data must be clearly determined. There are logistics problems that have both transportation and nontransportation dimensions. These should be clarified before attempting to access and share data systems. Freight Data Access The movement of freight is a major contributor to con- gestion on the nation’s transportation system. And it 4 9DESCRIPTIONS OF WORKSHOPS

has major multimodal components. Access to and sharing of freight data—commodity flows, preferred routes or modes, or cost–benefit analyses—would be useful in identifying the best applications of spatial technology. PARTICIPANTS Sharon Austin, Metra Carol Brandt, Bureau of Transportation Statistics Kevin Carlson, ANSP, Inc. Ed Christopher, Federal Highway Administration Dean Englund, Chicago Area Transportation Study John Foggia, ANSP, Inc. James Hall, University of Illinois Kathleen L. Hancock, University of Massachusetts, Amherst Richard Harrington, Pima County Department of Transportation Robert C. Johns, Center for Transportation Studies, University of Minnesota Roger Johnson, National Ocean Service, National Oceanic and Atmospheric Administration Steve Lewis, Bureau of Transportation Statistics Ysela Llort, Florida Department of Transportation Brian Logan, Kansas Department of Transportation Xavier Lopez, Oracle Corporation Harvey J. Miller, University of Utah Randall J. Murphy, Grafton Technologies, Inc. Thomas M. Palmerlee, Transportation Research Board Roger Petzold, Office of Intermodal and Statewide Planning, Federal Highway Administration Curtis Pulford, Geospatial Systems Group, Wisconsin Department of Transportation Bruce A. Ralston, Department of Geography, University of Tennessee Brian Rowback, New York State Department of Transportation Ashish Sen, Bureau of Transportation Statistics Michael J. Shiffer, Chicago Transit Authority James Sims, Southern California Association of Governments John Sutton, Cambridge Systematics, Inc. Ron Thomas, Northeastern Illinois Planning Commission Ronald W. Tweedie, Consultant Wayne Watanabe, King County Metro Transit Fred Laurence Williams, Federal Transit Administration Francis Winters, New York State Department of Transportation 5 0 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

AGENDA, THURSDAY, JUNE 13, 2002 8:30–10:00 a.m. Opening Session WELCOME AND OVERVIEW Ysela Llort, State Transportation Planner, Florida Department of Transportation FEDERAL INITIATIVES IN SPATIAL INFORMATION INFRASTRUCTURE Ashish Sen, Director, BTS NEW DEVELOPMENTS IN GEOGRAPHIC INFORMATION SCIENCE Xavier Lopez, Oracle Corporation 10:30 a.m.–12:30 p.m. Spatial Information Technologies to Improve Transportation Security, Safety, and Efficiency Moderator: Rick Harrington, Technical Services Division Manager, Pima County Department of Transportation MARITIME Carl Sobremisana, Division of Ports, Maritime Administration RAIL Raphael Kedar, Deputy Associate Administrator for Policy, Federal Railroad Administration AIR Theresa Smith, Manager, Aviation Planning, Washington State Department of Transportation Aviation Division Fred Anderson, AVN Business Manager, Federal Aviation Administration (invited) TRANSIT Wayne Watanabe, Supervisor of Infrastructure and Integration, King County Metro Transit 1:30–3:00 p.m. Information for Critical Decisions in Transportation Moderator: Harvey Miller, Professor, University of Utah LEGISLATIVE VIEWS Representative Fred Jarrett, Washington State House of Representatives STATE DEPARTMENT OF TRANSPORTATION VIEWS Brian Ziegler, Washington State Department of Transportation PREPARING FOR REAUTHORIZATION: IMPLICATIONS FOR DATA David Ekern, Associate Director, AASHTO 3:30–5:00 p.m. Critical Problems in Transportation: Challenges for Spatial Information Technologies Moderator: Kathleen Hancock, Associate Professor, University of Massachusetts, Amherst DISASTER RESPONSE Ron Langhelm, Federal Emergency Management Agency SECURITY Catherine Lawson, State University of New York at Albany SAFETY Troy E. Costales, Oregon Governor’s Highway Safety Representative, Oregon Department of Transportation AGENDA, FRIDAY, JUNE 14, 2002 8:00–10:00 a.m. Breakout Panels on Enhancing Intermodal Use of Spatial Information 10:30 a.m.–noon Panel Reports and Wrap-Up SUMMARY, OPENING SESSION, JUNE 13 FEDERAL INITIATIVES IN SPATIAL INFORMATION INFRASTRUCTURE Ashish Sen, Director, BTS BTS is the lead agency for GIS in USDOT. The adminis- tration has embraced geospatial data and technology, and GIS is one of the e-government initiatives. By the end of 2002 BTS will complete standards for a trans- portation layer of the National Spatial Data Infrastruc- ture. This infrastructure is part of the Geospatial One-Stop to provide access to federal geodata from a single access point and make state and local geodata more accessible. Core standards will provide a common, consistent format for geospatial data. 5 1DESCRIPTIONS OF WORKSHOPS Workshop 2: June 13–14, 2002, Seattle, Washington

BTS is working to develop GIS-based tools to iden- tify potential bottlenecks and to study traffic congestion around airports. It has used GIS to assess public trans- portation in connection with welfare-to-work in the Boston metropolitan area. GIS can also be used to ana- lyze other mobility problems, ranging from maritime cargo trade patterns to airport expansion possibilities. By linking GIS with GPS technology and satellite imagery, traffic flows over transportation networks can be tracked in real time. Since the events of September 11, 2001, security has been a major concern of the federal government. The same spatial data technology used to assess congestion can also be used to track trucks and containers that could pose a security risk if misdirected. A GIS data platform can also bring diverse data together to address security issues. Data are one of the most expensive investments that public and private organizations face. The continual issues of updating, maintenance, ownership, and stew- ardship of geospatial data created by many different organizations using different standards and technologies lead to inefficiencies and waste. BTS is taking the lead to reach compatibility through better communication, cooperation, and coordination. NEW DEVELOPMENTS IN GEOGRAPHIC INFORMATION SCIENCE Xavier Lopez, Oracle Corporation The purpose of Mr. Lopez’s presentation was to discuss the latest developments in spatial information technolo- gies and tools. Four domains were presented: GPS tech- nology, RS technology, static transportation data systems, and real-time systems. The key is the integra- tion of all these technologies to address multimodal transportation issues. The critical element in all these applications is loca- tion, and it is now being built into core information technology systems. And these systems are moving from desktop and client-server technology to the web, with spatial capability incorporated directly into the data- base. Internet computing also allows agencies to cen- tralize services and deliver applications to a much larger customer base. Mr. Lopez went on to describe several examples of the use of spatial technology. Among them are billing sys- tems, a spatial database to manage mapping data across organizations in New York City, logistics applications, and location-based services. Location-based services were described as the applica- tion of GIS technology in real-time systems with wireless technology. Roadside assistance, fleet management, remote vehicle diagnostics, and other field-based services are now available through this technology. In conclusion, he stressed the importance of stan- dards to location-based services, both in the geographic database and for the multimodal data systems. SUMMARY, FIRST GENERAL SESSION Moderator: Rick Harrington, Technical Services Division Manager, Pima County Department of Transportation MARITIME Carl Sobremisana, Division of Ports, Maritime Administration Mr. Sobremisana began his presentation with a brief history of the Maritime Administration and his experi- ence on several projects. He then discussed the use of geospatial technology in the Ports of Los Angeles, Long Beach, New York, Oakland, and Seattle. Applications included a property lease management program, con- tainer tracking, a dredging management program, util- ity asset inventory, and the monitoring of construction sites. One of the most significant applications is cargo flow tracking. This has real-time impacts on other modes and geographic areas. The potential for expanded use of spatial informa- tion technology in the maritime arena is particularly evident in international trade. Major port facilities in the United States are linked to foreign ports and, in turn, to land-based transportation corridors, both truck and rail. This includes the inland waterway system and the Great Lakes. The North American Free Trade Agreement and other economic incentives have increased the north–south cargo flows through the Americas. The Federal Highway Administration, through the Office of Freight Management and Operations, has developed the Freight Analysis Framework. The use of this policy analysis tool will allow evaluation of current conditions, examination of future scenarios, and analy- sis of policies or strategic investments designed to improve freight productivity and mobility. Spatial tech- nology will display the geography of market areas, the regional significance of corridors and nodes, and future simulated flows and changing traffic patterns resulting from differential regional growth. This will provide valuable input to developing national infrastructure investment levels. GIS applications should be linked to critical policy issues concerning international and domestic trade. A clearinghouse should be created for better awareness and coordination of transportation-related GIS applica- tions across all jurisdictional levels. The integration of GIS, GPS, and ITS technologies is imperative. Finally, 5 2 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

freight container origins and destinations should be mapped for security, safety, and commercial purposes. RAIL Raphael Kedar, Deputy Associate Administrator for Policy, Federal Railroad Administration Mr. Kedar’s presentation described the use of spatial data in the work under way at the Federal Railroad Administration (FRA). The railroad system for the United States has been geographically coded, and by using databases of rail shipments (the waybill sample), movements throughout the country can be simulated. Spatial data applications are essential in four major areas: safety, policy analysis, defense/security, and inter- national. The critical issue with respect to safety is the movement of hazardous materials. By simulating these movements, rail inspectors can be directed to the high- volume rail lines to optimize their inspection activities. FRA is working with the Department of Defense and the Military Traffic Management Command to desig- nate certain rail lines as essential to defense, a process similar to that used for the Strategic Defense Highway Network. The physical condition of these lines, which also connect military installations, would be paramount in the event of a national emergency. FRA uses spatial data for policy analysis at national, regional, and local levels. An example cited was its use in analyzing railroad grade crossings. The decision to add protective hardware, close the crossing, or physically sep- arate the rail line and the highway can have major effects on the railroad company, the highway system, and the surrounding community. Potential rail mergers are analyzed extensively through GIS. The impact of these mergers is international in scope, yet also local. The FRA database includes both Mexico and Canada for analysis of cross-border impacts. The use of spatial information technology to illustrate the impacts to policy makers is invaluable. Mr. Kedar touched briefly on the importance of wireless technology as a means to improve the accessi- bility of spatial information to operating agencies as well as the general public. AIR Theresa Smith, Manager, Aviation Planning, Washington State Department of Transportation The Washington State Department of Transportation is actively using GIS in working with cities and counties on airport/land use compatibility. This initiative originated with the Washington State Growth Management Act and is intended to protect airports from incompatible develop- ment in surrounding areas. The three issues of compatibil- ity are height hazards, aircraft accidents, and noise. The first step was to work with the airports and affected communities to define compatibility. Using a “stepped approach,” the department met with jurisdic- tions to identify their needs, communicate clearly the airport needs, and then create policies and development regulations. With respect to height hazards such as a radio or cell tower, it explored the jurisdiction’s liability associated with issuing a building permit in a known approach zone. With respect to safety, it examined air- craft accidents nationwide for patterns that could affect development adjacent to an airport. Noise contours were obtained from 14 CFR FAR Part 150. GIS were then used to create overlays of the compatibility issues on the areas surrounding the airport. Several examples of community land use and airport development plans were shown. Commercial service air- ports and general aviation airports were included. Land use maps showing types of allowable uses within specific growth areas were combined with noise contours and accident safety zones. The result is better land use planning as a tool to reduce conflicts and improve compatibility between the airport and the affected community. Early coordination and communication between part- ners can significantly reduce or eliminate the cost of future mitigation. Good, understandable data will enable informed decision making. Be creative in communication. Fred Anderson, AVN Business Manager, Federal Aviation Administration AVN has three main functions. It develops the instru- ment flight procedures in and out of airports, conducts the flight inspection program to ensure that the proce- dures are met, and prepares the public charts and spe- cialized charts for air traffic controllers. It also supports the air traffic control systems with geospatial data. The National Airspace System is currently being con- verted from ground-based navigational aids to a space- based GPS system. In 2003 the wide-area augmentation system, an enhancement to GPS to provide a low-cost vertical component, will be implemented. Another major use of spatial data is the runway incursion component of Safe Flight 21. This program will develop detailed maps of the airport environment, taxiways, runways, ramp areas, and so forth to improve pilot visibility and help avoid runway incursion acci- dents. The program will also include a cockpit display that shows terrain data and potential flight obstacles in approaching the airport. Mr. Anderson then described the advantages that light detection and ranging (LIDAR) technology can bring to the aviation industry. LIDAR uses a laser beam to develop a digital terrain model. Several examples of LIDAR accuracy in detecting ground obstacles such as radio towers—including guide wires—were shown. 5 3DESCRIPTIONS OF WORKSHOPS

Other promising RS technologies now under testing for use in commercial aviation include IFSAR (interferometric synthetic aperture radar) and hyperspectral imagery. Finally, Mr. Anderson discussed airport layout plans, which are detailed maps that the Federal Aviation Administration requires of airports in order to receive grants. Geospatial data standards are needed to allow the sharing of this spatial information across modes and between the airport and adjoining jurisdictions. TRANSIT Wayne Watanabe, Supervisor of Infrastructure and Integration, King County Metro Transit King County Metro Transit services an area of more than 2,100 square miles and 39 cities including Seattle and Bellevue, Washington, and has 100 million passen- ger boardings annually. It makes extensive use of spatial information in route planning, ridership analysis, and facilities management. An example cited was a welfare- to-work exercise to coordinate public transportation with job sites and employment centers. Another application, called “bus time,” enables the public to use an automated phone system to determine the status of buses approaching a specified bus stop. A regional trip-planning system allows potential users to specify an origin and destination, time, fare, and walk time to the bus stop and receive an automated itinerary for the trip. The system handles about 3,000 itineraries per day, the equivalent workload of about 10 people. The transit vehicles are automatically tracked via GPS for a real-time location capability. The ability to locate vehicles and communicate with drivers also assists in safety and security activities. Metro Transit is currently demonstrating a transit signal priority project. The “smart technology” soft- ware is located at the intersection and is loaded with the bus schedule. The time status of an approaching bus is sensed and the signal time adjusted to increase the green phase if the bus is behind schedule. Key data components for transit applications include the street network infrastructure, schedule data, bus stops, park-and-rides, ride-free areas, and service routes. Spatial information technology helps tie these characteristics together to meet customer needs. SUMMARY, SECOND GENERAL SESSION Moderator: Harvey Miller, Professor, University of Utah LEGISLATIVE VIEW Representative Fred Jarrett, Washington State House of Representatives Mr. Jarrett began his presentation by describing his background and experiences as an employee of Boeing, mayor of Mercer Island, and more recently as a state representative. In these arenas one of the most difficult tasks is to understand the behavior and culture of the organization and public or market issues and to use that information to make sound decisions. One illustra- tion was the planning and construction of Interstate 90 across Mercer Island. The ability to communicate across governmental levels was enhanced through the environmental impact statement, which clearly described the community effects of the project. The ability to see spatially the impacts allowed planners to achieve consensus on many of the construction details. Spatial data technologies and tools also enable more extensive data mining. Through integration of various data sets, patterns otherwise invisible can be discovered and used to improve decision making. Mr. Jarrett also touched on the issue of privacy. New information technologies have the capability of invading the lives of private citizens as well as commercial compa- nies. The appropriate use of spatial information and related technology needs to be codified, and the process should be disciplined to protect users of the transportation systems. Trust relationships can also be helpful in sharing sensitive data. These relationships can be particularly effective if they result in time and cost savings. In response to a question on performance measures, Mr. Jarrett described his experience in evaluating emer- gency services on Mercer Island. The key element was not time to the incident but survivability rate. In like manner, the key in transportation is not the facility, be it highway, rail, or air, but the mobility provided. Spatial information technology can assist in evaluating options and, through enhanced communication such as web-based systems, in providing real-time information to the public and decision makers. Finally, Mr. Jarrett suggested that the development of spatial information technologies could be advanced by linking to security issues as they affect the transporta- tion sector. His analogy was to the technology develop- ments in the space program that evolved during the Cold War era. Technology is expensive, and opportuni- ties for funding should be sought through agencies such as the Department of Homeland Security. STATE DEPARTMENT OF TRANSPORTATION VIEWS Brian Ziegler, Washington State Department of Transportation Mr. Ziegler is the Director of Operations for the Washington State Department of Transportation. The focus of his presentation was on the changing role of state departments of transportation and how spatial technologies assist in meeting new information demands. 5 4 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

State departments of transportation across the country are moving from a transportation construction mode to an operations and maintenance mode. Congestion and safety issues are paramount to the customer, and real-time information on system condition is essential to efficient operation. In-pavement sensing systems and mounted cameras continually monitor traffic flows and, through operations centers, communicate up-to-the-minute traffic conditions to the public. By using GIS, the information is mapped and made available through the Internet, in web- sites and in public places. The systems also monitor pave- ment temperatures and weather conditions for maintenance purposes. Operations centers are closely aligned with emer- gency response centers. This allows quick response of equipment and personnel in emergency conditions. High-accident locations and corridors are mapped for use in priority programming of remedial actions. The entire state highway system is mapped through the use of digital orthorectified photos. They are linked to the video log system and used to view field situations in the office, thus reducing costly field trips. Mr. Ziegler then illustrated the value of spatial infor- mation in assessing the impact of an incident (vehicle accident) on a Seattle freeway. The response to the inci- dent by emergency personnel was captured on a video camera, and the resulting congestion was monitored by in-pavement sensors and mapped via GIS. The backup was approximately 8 miles at one point, and it lasted several hours after the incident itself was cleared from the roadway. More than one-half of all congestion is created by incidents, and careful analysis of these exam- ples can help the department of transportation, police, and other emergency responders to minimize the impact on traffic flow and reduce potential accident situations. Washington State is also using GIS to integrate modes. The department operates the nation’s largest ferry system. Individual ferries are tracked via GPS, and real-time information is provided to users with respect to highway and transit connections. The database is available to share with other “owners of data” given certain data protocols. Finally, institutional and organizational issues are the biggest obstacle to implementation of technology, and that is a good thing. Government is beholden to taxpayers and is generally risk averse. It must seek the greatest value, not the latest and greatest technology. It must provide better service to the public. PREPARING FOR REAUTHORIZATION: IMPLICATIONS FOR DATA David Ekern, Associate Director, AASHTO Mr. Ekern began his presentation by describing key transportation institutional trends that are affecting GIS data integration. They include a smaller and more diverse workforce, earlier retirements, increased use of the pri- vate sector, procurement reform, performance measure- ment initiatives, and the shift from building to operating transportation systems. These trends will affect the future of spatial information development and will become major factors in the success of reauthorization efforts. AASHTO has developed a framework of major issues to focus its reauthorization proposals. Operations, safety, security, freight, and research are the most signif- icant with respect to spatial data. The development of ITS at the state department of transportation and local government levels continues to lead to significant oper- ational improvements. Mr. Ekern cited intergovernmen- tal and cross-jurisdictional partnership demonstrations, reengineered project processing requirements, expanded procurement options, and streamlined standards devel- opment as examples of areas where improvements are still needed. In the security area, AASHTO is concerned with defense mobilization efforts, asset protection, and emer- gency response preparation. The largest single reautho- rization proposal within the AASHTO arena will be to advance technology to meet a series of general security provisions. AASHTO also is advancing a major asset manage- ment initiative. This is essentially a strategic approach to managing transportation infrastructure with components that include a philosophy, a process, and a set of techni- cal tools. Its main application is in resource allocation and utilization. Implications for the data world include the need for improved quality, new tools and data sources, new business models, and the commitment to long-term support. These factors lead to new relation- ships between the parties, innovative financing for data, integration across functional and modal stovepipes, and GIS training in the department of transportation culture. The essential point is that data must emerge to achieve a broader set of goals: safety, security, and reliability. SUMMARY, THIRD GENERAL SESSION Moderator: Kathleen Hancock, Associate Professor, University of Massachusetts, Amherst DISASTER RESPONSE Ron Langhelm, Federal Emergency Management Agency The primary mission of the Federal Emergency Management Agency is to provide quick response assis- tance in the event of disasters. In this presentation Mr. Langhelm discussed three examples and illustrated the value of GIS in responding to emergency situations. 5 5DESCRIPTIONS OF WORKSHOPS

The first example was an earthquake in the state of Washington. An earthquake model is used to assess the impacts and how to react. The model gives basic esti- mated numbers for factors such as economic loss, casu- alties, shelter requirements, and shake intensity. The Washington State Department of Transportation was able to use ground motion contour maps to focus bridge inspections to those likely affected by the quake. The second example was Tropical Storm Allison, which had a major impact on Texas. GIS data on floodplains were helpful in assessing storm impact and economic loss. The third example was the terrorist attack of September 11, 2001, on New York City. GIS technology was used at a detailed level to map the affected area and then to direct the search-and-rescue teams on a daily basis. Feedback from the teams provided near-real-time updates for use in tracking progress. Emergency response is real time, and lessons are always learned. Data are collected rapidly from many sources with varying degrees of accuracy. Hence, core standards, particularly for geospatial data, would be highly desirable. Also, having a plan to warehouse the data for postemergency review and potential use would be helpful. Coordination of remote-sensing data access is impor- tant. Federal, state, and local governments along with private-sector agencies provide data in response to emer- gencies. Ongoing working relationships among these groups are important in developing plans and proce- dures for sharing data for regular planning activities as well as for emergency response. Knowing that data are available helps avoid costly duplication and saves time. Finally, the products made available through GIS were used extensively for advising the governmental officials responsible for managing disaster response. They were also used to educate the public on the scope of the disaster, the response, and how the public might be affected. Communication with all affected parties is critical to a successful response. SECURITY Catherine Lawson, State University of New York at Albany The relationship between transportation and security has been brought into sharp focus by the events of September 11, 2001. First, who is involved? The play- ers include federal, state, regional, and local agency rep- resentatives and the private sector. What do they need to know? Activity patterns are key, but levels of detail and costs and benefits are important to both trans- portation and security. Where are things happening? These are time and space issues—the universal language has to be GIS. The missing feature is real-time or near- real-time updates of infrastructure information. This may require a new data framework that would enhance data sharing through a clearinghouse concept. One of the interesting and useful concepts explored at the Saratoga Springs freight transportation conference was the development of a regional perspective using spatial data. The regional perspective fits well with security issues that cross state and even international boundaries. Universal licenses that facilitate data sharing across software packages would also be desirable. Another concept raised by Dr. Lawson was the importance of self-describing, self-aggregating data. In the future world of regional security, GIS data must automatically identify themselves, their location, and the time. And volumes of largely redundant data must be condensed into usable summaries. Coordination between transportation and security personnel at truck inspection sites can also lead to bet- ter data at lower cost. Through “snag and tag” tech- nology, inspection surveys conducted by law enforcement agents could record truck cargo origins and destinations and make this information available for travel pattern analysis. E-seal technology now being tested in the Northwest can also be used to provide information on the performance of freight movements in the United States. Dr. Lawson’s recommendations for the spatial data community included a new regional geography of activ- ities, wise and widespread use of data through trust agreements, cross-agency (security and transportation) data collection, and development of spatial connectivity across space and time. SAFETY Troy Costales, Oregon Governor’s Highway Safety Representative Highway safety offices are physically located in many different places for each state. About one-third are located in the department of transportation, one-third in the offices of public safety, and one-third in other state agencies. These offices are small and rarely have access to or knowledge of spatial information technolo- gies. They work with law enforcement, health, the department of motor vehicles, driver education, and the legislature, which are unfamiliar with GIS. They are concerned more with the “why” of crashes than with the “where.” They are also concerned with lack of consistency in safety data from state to state, the need to integrate infor- mation from all roads (not just state highways), time delays in reporting crash information, and meaningful per- formance measures. All these factors make it difficult to make national or statewide comparisons and emphasize the need to develop some core national standards. 5 6 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

A significant challenge to the highway safety arena with respect to spatial information is how to integrate disparate safety data sets, which traditionally are not location based. These include public opinion surveys, child safety seat clinics, safety belt use (by age, location in car), arrests, court convictions, medical coverage by first responders, helmet use, law enforcement staffing, and other information for support of legislative changes. This is a rich mine of data waiting to be explored. The future of highway safety is steeped in perfor- mance tracking and the smart use of data. States such as Oregon and Washington have active high- way safety offices and are making progress in improving safety and reducing fatalities. States must work through their own sets of initiatives with the legislature, governor, state agencies, commissions, councils, neighborhood associations, and others. They need to pinpoint problem spots, emerging trends, issues that transcend typical data reporting, and other behavioral programs. The highway safety program can be a strong partner in using GIS as a data reporting tool. Exposure to the opportunities is needed. Unique ways to link the needs of a safety office to reports or data relationships will be the turnkey for this field of professionals. SUMMARY OF KEY POINTS FROM THE SEATTLE WORKSHOP A summary of key points from the workshop breakout sessions follows. Each breakout group was asked to address the four topics listed below. The responses are summarized and related to the four objectives that define the mission of the project to enhance the use of spatial information technologies in multimodal transportation organizations. Topic 1: Key Issues That Need Better Coordination of Spatial Data Across Modes Major Categories • Congestion • Community and economic vitality • Environmental quality • Asset management • Operations management • Security/emergency response • Safety • Performance measures • Intermodal connections Crosscutting Issues Privacy Public database use of private information must consider best ways to manage personal or com- mercial information to build a trust relationship. Intermodal Data Exchange There are seams or gaps between the modes that can affect the efficiency and security of data transferability. These can be bridged by closer attention to media standards and transfer mech- anisms such as “smart cards.” Intellectual Capital Simple reporting of spatial data for specific uses often creates “data stovepipes” that limit their application. The effective use of spatial data in multimodal applications can be enhanced through analysis that adds intelligence to the basic data. Incentive to Share Modal organizations tend to have a single purpose and are often limited by charter and budget. The costs associated with data sharing may out- weigh the benefits to be derived unless clear incentives can be identified. Topic 2: Federal Transportation Responsibilities That Would Benefit from Better Spatial Information Technology Capabilities Security USDOT has a major responsibility to ensure security in the nation’s transportation systems, both by individual mode (air travel) and in cross-modal situations (major transportation terminals). Transportation infrastruc- ture is often a target. Spatial data technologies can be used to help protect the infrastructure as well as provide safe and efficient mobility to or from incidents. Standards The federal government has a major role in interstate and international travel and commerce. That implies the responsibility to establish standards and protocols for transportation elements that cross state and inter- national boundaries and to provide guidance for developing cross-modal standards. Clearinghouse One-stop shopping for national and international spa- tial data as they relate to transportation is clearly a responsibility of USDOT. There are efficiencies to be 5 7DESCRIPTIONS OF WORKSHOPS

gained, both in obtaining and in providing this infor- mation, through establishment of a clearinghouse at the USDOT level. Topic 3: Actions That USDOT Could Take to Improve the Understanding and Use of Spatial Information Technologies Within the Transportation Community Best Practices Develop and distribute a catalog of best practices in the use of spatial data technologies in multimodal situations. Clearinghouse Establish a national clearinghouse of spatial data resources. This would include the concept of a “national data service” to match spatial data needs across modal and organizational boundaries. The use of regional facil- itators to provide guidance and incentives to share data could also be included. Value-Added Capability The aggregation, integration, and analysis of data would provide an attractive package for use by modal organizations. The investment of intellectual capital in spatial data would enhance their use and encourage multimodal applications. Coordination As the lead agency in national transportation issues, USDOT should advance the establishment of federal, state, and local organizational structures that support spatial data sharing. It should also work closely with associations (e.g., AASHTO, AMPO) and the private sector to integrate data sources. International data sources and organizations should also be considered. Resources Spatial data cross all boundaries—local, state, regional, national—and are expensive to collect, analyze, and distribute. Although additional resources may be diffi- cult to obtain, it is essential that existing resources at all organizational levels be coordinated to avoid duplica- tion and identify data gaps. Topic 4: Mechanisms for Development of Consensus-Based Improvement Initiatives Within the Transportation Community and Criteria for Prioritization of Initiatives Models Develop models that facilitate data sharing. These could be best practice models describing technology alternatives, organizational models for state or local government application, or relationship models for application with associations or the private sector. Licensing/contracting models that users can have in place so that resources and processes are available when needed could be included. Research The initial focus on identifying new spatial data ele- ments and developing the resources to acquire, analyze, and deliver information at different granular levels should rest at the federal level. This can only be achieved by USDOT taking a leadership role in the research of spatial data opportunities. Analysis Techniques The spatial data infrastructure is static, yet the domain of transportation is dynamic, with real-time operational decisions increasingly taking precedence over capital investment decisions. Analysis techniques must be devel- oped to support dynamic data management approaches. Moreover, operational data are universal in content, not sample based. Thus, new analysis techniques to support decision making are required. Security Focus The events of September 11, 2001, have shown the value of having immediate access to high-quality spatial data for use in response to incidents. Guidelines should be devel- oped to sanitize or withhold data for security reasons yet have the data available for emergency response. GIS Fire Drill The value of having spatial data, tools, and technologies available for emergency application cannot be thoroughly tested under laboratory conditions. A field exercise under simulated conditions—a fire drill—should be undertaken 5 8 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

to identify and correct deficiencies that could limit the effective use of spatial data during an emergency. It would also help showcase the value of spatial data. Role Clarification Is USDOT a “keeper of the data” or a librarian point- ing to the best data source? Both roles are important, yet each requires a different level of intellectual capital investment to realize. In fact, the best approach would be a mix of the two roles designed to satisfy the exist- ing and anticipated client base. Funding decisions will likely have a major impact on the outcome. Organizational Outreach Effective use of spatial data requires horizontal outreach across the modal administrations as well as vertical out- reach to state and local governments, associations, and the private sector. This approach can raise issues con- cerning technology, core standards criteria, privacy incursions, security violations, and a myriad of real-time data concerns. Strong leadership at the federal level is needed to bring disparate organizations and issues to focus on common transportation problems. PARTICIPANTS Michael Alfultis, U.S. Coast Guard Charles Frederic Anderson, Federal Aviation Administration Carol Brandt, Bureau of Transportation Statistics Troy Costales, Oregon Governor’s Highway Safety Representative, Oregon Department of Transportation Derald Dudley, Bureau of Transportation Statistics David S. Ekern, Minnesota Department of Transportation Mark Hallenbeck, University of Washington Transportation Center Kathleen L. Hancock, University of Massachusetts, Amherst Richard Harrington, Pima County Department of Transportation Fred Jarrett, Representative, 41st District, Washington State House of Representatives Roger Johnson, National Ocean Service, National Oceanic and Atmospheric Administration Raphael Kedar, Federal Railroad Administration Ron Langhelm, Federal Emergency Management Agency Catherine Lawson, State University of New York at Albany Ysela Llort, Florida Department of Transportation Brian Logan, Kansas Department of Transportation Xavier Lopez, Oracle Corporation Harvey J. Miller, University of Utah Randall J. Murphy, Grafton Technologies, Inc. Thomas M. Palmerlee, Transportation Research Board Ashish Sen, Bureau of Transportation Statistics Michael J. Shiffer, Chicago Transit Authority Terry Simmonds, Washington State Department of Transportation James Sims, Southern California Association of Governments R. Todd Slind, CH2M Hill, Seattle Office Theresa Smith, Washington State Department of Transportation Aviation Division Carl Sobremisana, Maritime Administration Ann Sulkovsky, U.S. Coast Guard Ronald W. Tweedie, Consultant Wayne Watanabe, King County Metro Transit Fred Laurence Williams, Federal Transit Administration Francis Winters, New York State Department of Transportation Brian Ziegler, Washington State Department of Transportation 5 9DESCRIPTIONS OF WORKSHOPS

AGENDA, TUESDAY, OCTOBER 22, 2002 9:00–10:30 a.m. Opening Session WELCOME AND OVERVIEW Ysela Llort, State Transportation Planner, Florida Department of Transportation INTRODUCTION OF PARTICIPANTS PROJECT SPONSOR REMARKS Ashish Sen, Director, Bureau of Transportation Statistics INTERGOVERNMENTAL INITIATIVES IN SPATIAL INFORMATION TECHNOLOGIES Anthony Frater, Office of Management and Budget 11:00 a.m.–noon New Tools and Techniques for Spatial Decision Support Moderator: Michael J. Shiffer, Vice President, Planning and Development, Chicago Transit Authority 1:00–3:00 p.m. Modal Presentations Moderator: Ysela Llort, State Transportation Planner, Florida Department of Transportation FEDERAL RAILROAD ADMINISTRATION Raphael Kedar, Deputy Associate Administrator for Policy FEDERAL AVIATION ADMINISTRATION Daniel J. Mehan, Chief Information Officer Bob Niedermair, Manager, Aeronautical Chart Automa- tion Branch and Chair of the GIS Working Group Barry Davis, Manager of Air Traffic Airspace Laboratory FEDERAL HIGHWAY ADMINISTRATION Cindy J. Burbank, Associate Administrator, Planning and Environment Regina McElroy, Office of Asset Management 3:30–5:00 p.m. Modal Presentations (continued) FEDERAL TRANSIT ADMINISTRATION William Wiggins, Transportation Specialist MARITIME Captain Nicholas Perugini, Chief, Marine Charting Division, NOAA Raymond R. Barberesi, Director, Office of Ports and Domestic Shipping, Maritime Administration Moderator’s Summary of Key Themes Discussion Introduction to Wednesday’s Discussion AGENDA, WEDNESDAY, OCTOBER 23, 2002 9:00–10:00 a.m. Issues for Discussion NEXT STEPS Ysela Llort, State Transportation Planner, Florida Department of Transportation OBSERVATIONS Wayne Watanabe, Vice President, Planning and Development, King County Metro Transit Randy Murphy, President, Grafton Technologies, Inc. Group Discussion 10:30–11:30 a.m. Question 1: Current Status: Spatial Information Technologies in Transportation 11:30 a.m.–12:15 p.m. Question 2: Partnerships for Better Data 1:15–2:00 p.m. Question 3: Priorities for Coordination 2:00–2:45 p.m. Question 4: Building Capacity to Benefit from Spatial Technology 3:15–4:30 p.m. Question 5: Next Steps 4:30–4:45 p.m. Closing Comments SUMMARY, MORNING SESSION, OCTOBER 22 Project Sponsor: Ashish Sen, Director, Bureau of Transportation Statistics GIS are crucial to infrastructure management, national security, and disaster response. President Bush and 6 0 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS Workshop 3: October 22–23, 2002, Washington, D.C.

Secretary of Transportation Mineta have expressed sup- port for technology and the use of geospatial data for decision making. BTS has taken the lead in developing a data exchange standard for roads for the Geospatial One-Stop, part of the Bush administration’s strategy for expanding Internet-based electronic government. BTS completed this standard through a cooperative effort with support from state and local governments, the private and acad- emic sectors, and other federal agencies. As the lead fed- eral agency for the transportation theme, BTS will also develop data content standards for air, rail, and transit. In sponsoring these three workshops in cooperation with AASHTO and TRB, BTS is continuing to reach out to the spatial information community with the intent to further increase the value and utilization of GIS. INTERGOVERNMENTAL INITIATIVES Anthony Frater, Office of Management and Budget Mr. Frater is the government-to-government portfolio man- ager within the Office of Management and Budget (OMB). He is focused on working with state and local governments to bring more harmonization, better data integration, and more service to that customer segment. His presentation detailed why there is a need for intergovernmental work and increased collaboration. The foundation for intergovernmental work over the past year has been homeland security and electronic gov- ernment. State and local governments are critical partners in both these efforts. The goal is to harmonize efforts between government levels to improve information exchanges for critical decision making. The vision for e-government is to expedite the use of dig- ital technologies, such as GIS and spatial technologies, to help deliver customer or citizen programs. The federal gov- ernment can play an important role to help integrate infor- mation for use at state and local levels. Mr. Frater then described some of the various e-government initiatives and others that are heavily dependent on spatial technologies. Examples of e-government initiatives included disas- ter management, Project Safecom (wireless), Recreation One-Stop, online rulemaking, and Geospatial One-Stop. Throughout all these initiatives, OMB is working hard to reduce the burden on state and local governments. Standardized data sets and common federal and state spatial data architecture are helping to achieve this goal. NEW TOOLS AND TECHNIQUES FOR SPATIAL DECISION SUPPORT Michael Shiffer, Vice President, Planning and Development, Chicago Transit Authority Mr. Shiffer’s presentation was focused on his experience in ways to use information technology to better inform and engage the public in making transportation infra- structure decisions. The underlying theme is that spatial information helps avoid billion-dollar bonehead deci- sions. The cost of spatial data tools is a fraction of the cost of major infrastructure projects, especially infrastructure projects in the transportation sector. The first step is to develop an overall spatial data strategy. This strategy includes a spatial data infra- structure augmented with annotation tools, naviga- tional aids, analysis tools such as GIS, and representational aids. Information delivery techniques are also critical to the successful use of spatial data. The presentation tracked each of these elements in turn with specific examples in Chicago, Boston, and other locations. Mr. Shiffer’s presentation was followed by a panel discussion that focused on what it takes to capitalize on this technology in both public- and private-sector appli- cations. The following were among the salient points: • The importance of raising the awareness of spatial data technology capabilities for decision making. • Development of common data specifications to reduce data collection costs and increase utilization. • Coordination of data collection to meet various user needs. • Delivery of spatial technology data and tools into the hands of practitioners. • A balance between standards and control versus creativity and flexibility. • Recognition that organizations are evolving from pure policy and infrastructure development toward providing information to decision makers, stakehold- ers, and the public so that partnerships develop in plan- ning transportation infrastructure. This involves coordination across many organizations and across multiple modes. • Consideration of investing capital funds in infor- mation technology to support infrastructure investment decisions (e.g., utilities). • Consideration of whether the data should drive the applications or the applications should drive the data (the reality is both). SUMMARY, AFTERNOON SESSION, OCTOBER 22: MODAL PRESENTATIONS FEDERAL RAILROAD ADMINISTRATION Raphael Kedar, Deputy Associate Administrator for Policy FRA is one of the modal administrations within USDOT. Its primary responsibility is to regulate safety in the U.S. railroad system. Current issues include 6 1DESCRIPTIONS OF WORKSHOPS

mobility, security, safety, and capacity. GIS are a tool to address these issues. FRA uses the waybill sample to track shipments from origin to destination. However, it does not track route; FRA uses a simulation process to do this. Its GIS uses 1:2,000,000 and 1:100,000 scale mapping to represent the rail system and store information. Examples include the tracking of hazardous materials throughout the United States. The Office of Safety uses its simulation of hazardous materials to allocate inspection resources to higher volumes of hazardous materials and more fre- quent shipments. Grade crossing safety improvements are also prioritized by using GPS and GIS tools. Rail capacity has become a major problem because railroads have neither the funds nor the technical abil- ity to invest in capacity improvements. How should pri- vate railroad and public funds be combined for investment in railroads? One of the missing elements for FRA is application programs. It needs programs with real-time capability that are customized to specific problems and easily accessible. Often the data are available, but organizing them for problem solving is extremely difficult. The FRA grade crossing inventory is built on volun- tary participation by each state. Each state will volun- tarily submit its inventory of grade crossings to FRA. FRA has developed a report format that it prefers the states to use. FRA has modified that format recently to request an X/Y coordinate of the grade crossing, when possible. Some states are more progressive than others. Some states have actually inventoried all their grade crossings by using GPS receivers. Therefore, the overall inventory is a mixed bag of good, mediocre, and poor data. The railroads definitely have GIS applications, mostly in the area of facilities management to control maintenance of the track, structures, bridges, yards, and so forth. By and large, they do not share. FEDERAL AVIATION ADMINISTRATION Daniel J. Mehan, Chief Information Officer The Federal Aviation Administration (FAA) has regula- tory responsibilities but also an operational function in that all the air traffic controllers report to them. FAA is involved in safety, certification, and regulation of the air industry and is responsible for all flight control. It man- ages about 30,000 commercial flights that move about 2 million passengers each day. Real-time information is critical in managing this system. FAA has just finished its 3-year information technol- ogy strategy plan. The first of the three focus areas is information security including geospatial information. Safety and redundancy are the critical elements. FAA is particularly concerned about viral attacks that could jeopardize the security of the airlines. The second focus area is e-government, including data management, stan- dardization, registration, and so forth. The third piece is business value, which is basically getting the most out of annual investment. Combining efforts in cybersecurity, getting business value, and driving e-government are all enhanced through the application of geospatial information systems. Bob Niedermair, Manager, Aeronautical Branch, and Chair of the GIS Working Group FAA is responsible for managing air facilities within the United States. Customers include the Department of Defense, the air carriers, business aviation, general avi- ation, the Forest Service, and commercial shippers. FAA also provides information technology for the air traffic control systems communication center in Virginia, flight service stations, flight traffic control areas, RT centers, and terminal radar centers. One of its GIS products is the radar video map (RVM), which uses several different radar systems. These systems do not have a common format, so it must run translators to certify the RVM on the radar screen. (Lack of common formats seems to plague everyone.) Mr. Niedermair went on to describe the development of other maps and charts for use in guiding aircraft both in the air and on the ground. He also described work that FAA is accomplishing with the National Airspace System Information Architecture Committee (NIAC). NIAC works with gov- ernmental and private-sector organizations to encourage technology sharing. It helps develop standards for map features and other data such as how latitude and longi- tude should be defined. NIAC also participates in the Geospatial One-Stop with USDOT and encourages use of new radar systems such as STARRS. Barry Davis, Office of Airspace Management This presentation described how FAA creates and uses spatial information to ensure aircraft safety. An example cited was evaluation of an obstruction, such as the con- struction of a high-definition TV tower in the vicinity of an airport. An evaluation must be conducted to ensure that the tower does not interfere with any procedure, fixture, or terminal airspace. Each evaluation requires assembly of data from many sources, including traffic flows, model informa- tion, base map thematic layers, and elevation data. Assembly can take 30% to 50% of the time, which leaves less time for analysis and value-added efforts nec- essary for decision making. To help address standardization, FAA has embraced XML. It has also created internal partnerships to encour- age data sharing and improve standards. By making data 6 2 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

available internally, FAA is hoping to establish a national data set with intranet (not Internet) access. GIS has been helpful in resolving conflicts between data sets. FEDERAL HIGHWAY ADMINISTRATION Cindy J. Burbank, Associate Administrator, Planning and Environment The Federal Highway Administration (FHWA) is responsible for ensuring that as state departments of transportation administer federal funds, important fed- eral laws—environmental, safety, and so forth—are met. FHWA also encourages states to use these funds in ways that enhance mobility; are intermodal in nature; meet freight needs; and serve safety, national security, and environmental stewardship. Its priorities are reduction of fatalities and injuries on the nation’s highway system, congestion mitigation for both passenger and freight trips, and environmental stewardship and streamlining. GIS is important in all three areas but is particularly valuable in helping good projects move responsibly and quickly through the environmental process. GIS is particularly useful in bringing together for analysis factors such as wetlands, air quality, historic properties, Native American lands, wildlife, and com- munity impacts. The data can be assembled on a com- mon base and shared across multiple jurisdictions among modes. Ms. Burbank cited examples of the use of spatial information in improving the decision-making process in specific states. Among them were the Florida Department of Transportation’s Efficient Transportation Decision-Making Process, which uses the University of Florida’s Geoplan Center as a central database for vari- ous stakeholders; the I-69 corridor from Texas through Indiana to address North American Free Trade Agreement trade issues; the Maine Integrated Transportation Decision-Making Process; and a GIS database shared across multiple agencies in Arkansas to prepare environmental impact statements. In response to a question, Ms. Burbank emphasized the importance of having a National Academy of Sciences panel make a strong statement in support of the need for federal agencies to work across both modes and disciplines to develop a common database of infor- mation and use it to make decisions. USDOT needs to invest in research and in staff time in working with states and local agencies to develop and use spatial information and technology. Regina McElroy, Office of Asset Management The mission of the Office of Asset Management is to ensure that the transportation infrastructure is adequate to support the nation’s mobility needs. It defines critical research needs and facilitates the transfer of technology and funding to state and local transportation agencies. Geospatial technology is used in various aspects of transportation construction and maintenance including pavement maintenance, bridge inspection, quality assur- ance, and data flows. It is particularly useful in context- sensitive design, a collaborative, interdisciplinary approach involving all the stakeholders in the trans- portation process. It attempts to fit a transportation facil- ity to the physical setting while preserving scenic, aesthetic, historic, and environmental resources. It takes into account the purpose of the highway, as well as the needs of the community. By using GIS, transportation planners can relate land use plans, existing and future traffic demand, rights-of-way, soil conditions, population density, and various other design factors. GIS is also a valuable tool for use in pavement and bridge management systems. The ability to overlay var- ious data sets can highlight the impact of competing objectives and help clarify the decision-making process. FHWA has also incorporated GIS capability in the Highway Economic Requirements Model—State Version. This model computes the impact of a proposed highway investment on system condition, performance, and user cost. It then uses GIS to graphically display the results for decision makers. One of the missing links is the connection between various project types (pavement, bridge, tunnel). Individually, the data sets provide valuable information, but the connectivity between sets is weak. Several states are now exploring how GIS can provide that linkage. FHWA’s role is to help the states in this process through technology transfer, training, and education support. FEDERAL TRANSIT ADMINISTRATION William Wiggins, Transportation Specialist The Federal Transit Administration (FTA) has launched a research effort to bring transit data from transit prop- erties around the country to the national level. Approximately 600 transit agencies have provided information for the central database. This enabled FTA to provide Congress with a report of the transit mobil- ity index for the nation. It also provided a livability index—that is, how close transit was to the population within a quarter mile walking distance from a residence and how frequently service was provided. This infor- mation proved valuable in 1995, when welfare-to-work and the need to match homes, jobs, and transit services came into place. FTA implemented one program called job access. Unfortunately, it was dependent on data updates from local governments and transit providers, and current information was not readily available. This hampered 6 3DESCRIPTIONS OF WORKSHOPS

the use of GIS for job access analysis. It also highlights one of the critical elements in using spatial data. Current, accurate data need to be available from all the participants. Partnerships are needed to make the process successful. FTA is working to provide information on best prac- tices in the use of GIS in transit applications. It has con- ducted a survey to identify what applications are needed in the transit industry. It has also initiated a guidebook, which is intended to create some standardization in delivery of information concerning spatial data. The guidebook will also contain information on the sharing of application software as well as accessing ITS systems. MARITIME ADMINISTRATION Captain Nicholas Perugini, Chief, Marine Charting Division, NOAA The marine transportation system is the nation’s network of oceans, lakes, rivers, canals, locks, and dams. The ports are particularly critical to the U.S. economy; 95% of all foreign trade passes through them. The marine transportation system supports 13 million jobs and con- tributes $742 billion to U.S. gross domestic product. Its impact was demonstrated in the 11-day longshoremen lockout on the West Coast, where 29 ports were closed and there was an estimated loss of $1 billion to $2 billion to the U.S. economy. In September 1999 the Secretary of Transportation released the marine transportation system report, which indicated that the greatest safety concern of mariners is the availability of timely, accurate, and reliable information concerning the water. The widespread use of GPS by mariners has highlighted the inaccuracies of paper nautical charts and has led to many improvements in the process. The Maritime Administration is responsible for pro- ducing the approximately 1,000 nautical charts that cover the coastal waters of the United States. It also maintains a framework of water-level gauges and the national space reference system, which gives integrity to spatial data available from NOAA’s positioning experts. U.S. ports are continually changing, with construc- tion of new facilities, piers, disposal areas, and the like. The accurate positioning of shorelines, obstacles, chan- nels, and other marine features is critical to safe and efficient water transportation. GPS, GIS, and other spa- tial information technologies are enhancing the capabil- ity of the Maritime Administration to deliver the required information. Raymond R. Barberesi, Office of Ports and Domestic Shipping, Maritime Administration The Maritime Administration has a legislative mandate to look at port development in the United States, mon- itor cargo movements, and investigate causes of con- gestion to see how they affect the U.S. economy. GIS technology could assist in meeting this mandate, but at present there are no portwide GIS cargo flow applica- tions at major U.S. ports. The GIS applications deal primarily with infrastructure. There are segmented GIS application and freight data management systems within USDOT, other federal agencies, and industry. However, there is no focal point within the federal government to create a synergy and sharing of freight transportation GIS-related data. GIS projects should be linked to critical policy issues that deal with freight transportation and intermodal infrastructure, both domestic and international. GIS maps depicting existing and future capacity shortfalls should be readily available to U.S. ports, state depart- ments of transportation, metropolitan planning organi- zations, and local agencies. Freight container origins and destinations should be mapped to help analyze markets, security issues, safety, and traffic congestion. Finally, the Maritime Administration, FHWA, and FRA should collaborate in connecting truck, rail, and maritime cargo GIS mapping and freight and infrastruc- ture data to commercial U.S. ports. BTS is the logical organization to coordinate this task. SUMMARY, OCTOBER 23: KEY ISSUES The second day a “conversation circle” was held to examine issues raised by Tuesday’s presenters relative to the five issues shown below. Current Status: Spatial Information Technologies in Transportation What Are We Doing Well Now? Data collection capabilities are advancing rapidly. Examples include ITS in many state departments of trans- portation. GIS are becoming ubiquitous and are used as specialty tools, like the microscope in many scientific fields. Spatial technology is outstripping the ability to use it productively. Obstacles Too many data are collected for a single purpose, when the data could be used in other areas and over time. While business processes drive the data collection, tech- nology can break down barriers and enable more effi- cient processes. Practices need to be developed to institutionalize data maintenance and use. Policy mak- 6 4 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

ers may not be able to specify what they want, but they may know it when they see it. Opportunities Transportation infrastructure equates to spatial informa- tion. Engage states and local governments in understand- ing the relationship between their transportation mission and spatial information. One size does not fit all—part- nerships are the key. USDOT is a partner but may not be the lead. State agencies deliver projects, which include spatial data on infrastructure, environment, boundaries, population densities, and so forth. Hence, a percentage of the funding for each project should be added for spa- tial data overhead. This would provide a continuing funding stream. State and local governments have much in common; hence the need for standard definitions. Mapping of airport sites could be an opportunity for vertical and horizontal partnerships among local, state, and federal agencies. Typically, mapping is used by local airports and FAA only. Roles Technical folks need to deliver to a nontechnical audi- ence. Partnerships should include the private-sector data providers. BTS could review metadata and assist in the budget process. Members of academia are now partnering with transportation organizations to conduct research. Good Examples The Florida Geographic Data Library disseminates data via the web. Private-sector firms are beginning to “fit” their data so that the data can be disseminated from the library. All data sets have metadata. NatureServe runs a clearinghouse operated on the web for biospatial data for each state. NatureServe “cleans up” local data for posting and encourages standardization. The state of New Jersey provides funds to counties for standard data sets. In North Carolina, consultants are required to feed data to an environmental data clearinghouse “hub.” Partnerships for Better Data Opportunities BTS operates within the USDOT/federal structure and thus is not able to fulfill industry needs. BTS could serve as a point of access/dissemination in addition to being a data source. Partnerships to Support Business Objectives A successful partnership exists if there is “something in it” for each part- ner. Incentives need to be created for agency-to-agency and public–private partnerships that reward all participants. Benefits of Common Data The Federal Emergency Management Agency acquires and disseminates certain base data sets to its community of users. The benefit is that all users work from standard data. This could be replicated by other agencies, either as outright provi- sion of data/licenses or through creative cost-sharing arrangements. Key Points Data Standards While BTS is not a standards-setting body, it could consider taking a leadership role in the industry in identifying the needs and encouraging standardization. Incentives Federal programs could be used to provide incentives for standardization and sharing of private-sec- tor data with public agencies. Mechanisms are needed to provide data, dollars, and software for start-ups that are willing to develop and share data. There is a need for “sticks” as well as “carrots” to promote data sharing. USDOT could consider establishing requirements for data sharing as a prerequisite for appropriate funding programs. It could add development of procedures and programs for sharing transportation-related geospatial data to the emphasis areas for federally funding regional planning by metropolitan planning organizations. Best Practices USDOT could develop programs to share applications, information about successful applications, and information about sharing data. BTS could consider sponsoring “highlight” demonstrations for other federal agencies on how technology could benefit program deliv- ery and coordination with other government entities. Programs to share applications and information about successful applications are as important as information about sharing data. Issues Public Access to Data The issue of open records requirements and whether to charge for data is still unre- solved and troublesome. Balancing the principle of pub- lic access to public data with the opportunity to recoup some of the high cost of data acquisition, management, and dissemination is difficult. 6 5DESCRIPTIONS OF WORKSHOPS

Public–Private Partnerships While public–private part- nerships appear attractive, they are difficult to opera- tionalize on a day-to-day basis. USDOT could take the initiative to work with the private sector. Finding appropriate public-sector incentives for private compa- nies is difficult. USDOT and other transportation agen- cies are seen as “warehouses of data” by the private sector, but access to data is made difficult by bureau- cratic requirements, the absence of data sharing as part of the mission of public agencies, and so forth. Data Quality in Partnerships Public agencies also face the issue of when to withhold data that may be prelimi- nary, incomplete, misleading, or subject to misinterpreta- tion. Many agencies now make these decisions on an ad hoc basis. Successful data-sharing efforts must focus on the “lowest common denominator”—that is, on data that are needed by all members of the sharing community. Priorities for Coordination There is a need for partnerships with a common interest in solving a common problem area. This drives definition of common data sets. The interface for sharing inter- modal data should be defined. Where the links (inter- faces) are and what the interfaces need to be should be identified. There is a need to define the architecture of practices for the departments of transportation and GIS users. The common policy issue across all transportation- related organizations is mobility or access. The priority should be to provide the spatial features and attributes needed for enhanced mobility. The data needed for planning, policy, operations, and engineering may not be interchangeable. The focus should be on the interoperability across modes. Building Capacity to Benefit from Spatial Technology Training and Education The need to provide continuing education to existing employees contrasts with the kind of education new employees need. Students knowledgeable about spatial information technologies are available, although frus- tration exists because some universities might only be teaching one platform while people need to learn to deal with several different software platforms. Continuing education—the ongoing education that short courses can provide—can help with this problem. Building capacity within organizations needs to be looked at from several levels. It must be reinforced at the top but must also include continuing education for existing employees. In addition, new employees bring- ing new skills are essential to reenergize the agency. The use of interns brings in new skills and provides feed- back to the universities. Engineers Versus Nonengineers The civil engineering curriculum is tight right now. However, civil engineers have good skill sets, and many organizations are finding that they have a facility with GIS and can quickly pick them up. Best Practices Federal agencies should be involved in showcasing high-profile applications to agency leaders. As a fund- ing agency, USDOT can use the carrot-and-stick approach to encourage state and local governments to partner in the application of spatial information tech- nology. Associations could take a strong role in empha- sizing some of these technologies and their capabilities so that leaders hear from their peers. Next Steps Security is an issue that will drive the exchange of spatial data. Liability is likely to constrain data sharing. An exam- ple is crash data from state transportation agencies. Barriers to data sharing are often written into statute or contained in agency policy documents. PARTICIPANTS James Altenstadter, Pima County Association of Governments Fred Anderson, Federal Aviation Administration Raymond R. Barberesi, Maritime Administration Nancy Blyler, U.S. Army Corps of Engineers Carol Brandt, Bureau of Transportation Statistics Cindy Burbank, Federal Highway Administration Joedy Cambridge, Transportation Research Board Bill Chang, Bureau of Transportation Statistics Barry Davis, Federal Aviation Administration David S. Ekern, Minnesota Department of Transportation Anthony Frater, Office of Management and Budget Hank Garie, State of New Jersey David Gehr, Parsons Brinckerhoff Kathleen L. Hancock, University of Massachusetts, Amherst 6 6 GEOSPATIAL INFORMATION INFRASTRUCTURE FOR TRANSPORTATION ORGANIZATIONS

LCDR Robert Hennessy, U.S. Coast Guard Office of Marine Safety, Information Resources Application Development Branch Jill L. Hochman, Federal Highway Administration Kris Hoellen, American Association of State Highway and Transportation Officials Shara Howie, NatureServe Robert C. Johns, University of Minnesota Roger Johnson, National Ocean Service, National Oceanic and Atmospheric Administration Raphael Kedar, Federal Railroad Administration Walt Kulyk, Federal Transit Administration Ysela Llort, Florida Department of Transportation Brian Logan, Kansas Department of Transportation Xavier Lopez, Oracle Corporation Ernest R. Lucier, Federal Aviation Administration Richard Marchi, Airports Council International Regina McElroy, Federal Highway Administration Daniel Mehan, Federal Aviation Administration Paul B. Mentz, SYNTEK Technologies, Inc. Carolyn Merry, University Consortium for Geographic Information Science Harvey J. Miller, University of Utah Dan Moreno, CH2M Hill Randall J. Murphy, Grafton Technologies, Inc. Robert Niedermair, Federal Aviation Administration Eugene Olig, Titan Corporation John Palatiello, MAPPS Thomas M. Palmerlee, Transportation Research Board Cindy Paulauskas, Navigational Technologies Linda Pearsall, North Carolina Natural Heritage Program Captain Nicholas Perugini, Chief, Marine Charting Division, National Oceanic and Atmospheric Administration Roger Petzold, Federal Highway Administration Marshall R. Potter, Federal Aviation Administration Robert Rovinsky, Chief Information Officer’s Office, Federal Aviation Administration Brian Rowback, New York State Department of Transportation Asish Sen, Bureau of Transportation Statistics Michael J. Shiffer, Chicago Transit Authority Freddie Simmons, Florida Department of Transportation James Sims, Southern California Association of Governments Tom Smith, Virginia Natural Heritage Program Carl Sobremisana, Federal Maritime Administration Bruce Stein, NatureServe Kathleen Stein, Howard Stein-Hudson Associates, Inc. Dale Sterile, U.S. Coast Guard Operations Systems Center James E. St. John, Federal Highway Administration Ann Sulkovsky, U.S. Coast Guard John Sutton, Cambridge Systematics, Inc. Alexis Thomas, University of Florida John Tizzy, SYNTEK Technologies, Inc. Ronald W. Tweedie, Consultant Lisa Vandemark, National Research Council Tom Walker, Delaware Valley Regional Planning Commission Wayne Watanabe, King County Metro Transit Patricia A. White, Defenders of Wildlife Fred Williams, Federal Transit Administration Gary Williams, Association of American of Railroads Francis Winters, New York State Department of Transportation Leslie Wollack, National States Geographic Information Council David B. Zilkoski, National Geodetic Surveys 6 7DESCRIPTIONS OF WORKSHOPS