INTERMODAL TRANSPORTATION MODULE 4 Introduction What Exactly Is Intermodalism? Transportation deals with the movement of people and goods from a point of origin to a point of destination. The medium in which transportation takes place influences the type of vehicle (i.e. mode) to be used. So for example, transportation movements by water could be carried out using ocean vessels, coastal vessels or water barges; movements by air could be accomplished using airplanes or helicopters; movements by land could be carried out using rail freight trains, highway trucks, pipelines or belt conveyors. The transfer of people or goods between two different modes is what we call an intermodal transfer. Intermodalism therefore describes an approach to planning, building and operating transportation that emphasizes the optimal utilization of the available transportation resources and the connections between the different modes. Historically, the term intermodalism was used to refer to freight intermodal movements and particularly those movements involving the use of containers. However, with the passage of the Intermodal Surface Transportation Efficiency Act in 1991, the term was broadened to include intermodal passenger movements as well. In the current module, we will address ITS applications to both aspects of intermodalism (i.e. freight and passengers), focusing first on intermodal freight movements. Intermodal Freight Transportation Intermodal freight transportation is the seamless and continuous door-to-door transportation of freight on two or more transportation modes (the buzzword here is "seamless"). It is logistically linked and handled as one continuous through-shipment under the authority of a single freight bill. Intermodal freight transportation is not just the hardware or equipment involved with the freight movement, but the process, which becomes a major component of the systems approach to business. In the past decade or so, intermodalism has grown dramatically. Double-stack trains, intermodal terminals, and other hardware improvements have resulted in a tremendous increase in efficiency to users of the transportation system. While modifications to physical infrastructure such as the ones described above are likely to continue, it seems quite certain now that the greatest opportunity for system improvement over the coming decades will come from advancements in information technologies, communications and data accuracy; in other words, from the application of ITS technologies to intermodal freight transportation. In order for us to appreciate what ITS can offer to intermodal freight transportation, we have first to understand the freight industry, and the recent trends in intermodal freight transportation. This is what we will focus on next. Components of the Freight Transportation System Freight transportation service in the U.S. is largely a private sector business. The Federal government's role has typically been confined to (a) the provision of infrastructure funding through modal trusts funds; and (b) the regulation of the use of the system. Basically, the nation's freight transportation system consists of five modal systems: (1) maritime transportation; (2) rail transportation; (3) pipelines; (4) highway transportation; and (5) air transportation. Each of these systems in turn is made of the following components: 1. 2. 3. 4. A Network of Infrastructure (i.e. roads, railway tracks, or waterways); Terminals where cargo transfers between modes; Vehicles which carry cargo; and Federal and State Regulatory framework and funding systems. At the current moment, these different modes operate in parallel and sometimes cooperatively, but each largely retains its own distinct ownership and operating patterns (intermodalism is attempting to change that!). A brief description of each of these modes follows. (1) Maritime Transportation Terminals in the maritime transportation system are either owned by the private sector (mainly bulk terminals)1, or by state or local authorities (primarily container and general cargo terminals)1. Public terminals may be operated by the local port authority or by a private terminal operator. In the recent years, the deregulation of the shipping industry along with the introduction of larger ships and doublestack trains have resulted in the concentration of commerce in a limited number of large and highly competitive "load center" ports. These "load centers" are the ones capable of receiving the large ships and of handling the large number of containers. Since these ports are often at the center of urban areas, concern about the resulting congestion is a real issue. As congestion continues to increase, the development of connected inland terminals and sorting/distribution yards may become more economical. (2) Rail Transportation The introduction of double-stack container trains in 1984 transformed the economics and performance of rail transportation of containers, and helped the growth of intermodal traffic. Today, the entire Class 1 rail system (this includes tracks, trains and terminals) is privately owned. Historically, rail terminals were located in center cities. Many of these terminals have been modernized to allow for handling intermodal traffic and containers from nearby ports. However, with the increase in congestion, several railroads are now building large intermodal terminals on the fringe of major metropolitan areas. 1 Cargo can be categorized into general and bulk. General cargo consists of semi-finished or finished products like apparel, electronic products, machinery, packaged goods and vehicles. Bulk cargo includes coal, petroleum, grains, and iron. (3) Pipelines By their very nature, pipelines transport the product from point to point, and hence they typically donot interchange with other modes of transportation. (4) Highway Transportation The flexibility of truck transportation allows this mode to provide door-to-door service. Highway transportation, however, is the most expensive mode of transportation, after air. Truck companies include a wide range of size and technical sophistication: long-haul trucking companies, and local pick-up and delivery companies. In the recent year, there has been a trend toward using larger and longer trucks. While these larger trucks provide shipper efficiencies, they lack access to older urban areas with bridge and tunnel restrictions. They also create a perceived safety problem, and serious issues for road design, construction and funding. Intermodalism was first perceived by trucking companies as a loss of business to railroads. Now however, they have come to recognize that intermodal partnering with railroads could actually be quite beneficial to their business, by opening new market opportunities. This is simply because, regardless of the line-haul mode, trucks will need to be used for local pick-up and delivery. (5) Air Transportation Air freight still represents a small share of overall freight tonnage (less than 1%), but in terms of value, it represents a significant portion (around 20% of international trade - by value). Nearly all air freight is intermodal since local pick-up and delivery is provided by trucks. Major airports are typically owned by local or state government. Airports were developed primarily for passenger transportation; cargo facilities are often developed and owned by the public authority and leased to private operators. Third Party Services The modes of transportation described on the previous pages have each developed independently without great concern to connection between the modes. The need to integrate the disparate and not always cooperative modal systems has, in the recent years, encouraged the development of a range of third party services to link the line-haul modal services into a seamless door-to-door operation. There are several examples of these third party services including: (1) Intermodal Marketing Companies (IMC) which augment the freight carrier's own capabilities, notifying customers of freight status and monitoring freight payments; (2) Value-added-networks that offer mechanisms for the electronic exchange and manipulation of transportation information; and (3) The management of container, chassis and railcar pools, which help improve equipment utilization (the idea here is to have a pool of say containers that several companies can use for their businesses). Trends in Intermodal Freight Transportation Recent years are witnessing a dramatic increase in the volume of intermodal freight transportation. Here are just some examples. The number of containers moving through ports worldwide doubled over the last decade. Intermodal traffic on U.S. railroads tripled over the last two decades, and the volume of containers, intermodal truck trailers and roadrailers handled by railroads grew from 3.0 million to 8.7 million over the same period. The volume of intermodal air freight also doubled over the last decade. Over the past twenty years, imports and exports have grown to the point that they now make over 20% of the U.S. gross domestic product. International trade is expected to triple over the next 25 years. This shift toward greater interdependence of the world's economies will have an enormous impact on the demand for transportation services. Let us now try to identify some of the recent trade and transportation trends that are affecting the intermodal transportation industry. Seven of these trends are listed below. 1. Industry Structural Change - Deregulation of the different transportation modes in the recent years has permitted merges and consolidation. It has also allowed the creation of multimodal companies and strategic alliances between companies. A multimodal company owns the entire transportation chain (i.e. the different modes involved in cargo transport) resulting in what we call "vertical integration". A good example of a multimodal company is illustrated by CSX railroad acquisition of: (1) an ocean carrier (SeaLand); (2) an intermodal trucking company (Overnight Transportation); and (3) a barge line (American Commercial Lines). Companies have also entered into alliances (what we call "horizontal integration") to offer the full range of intermodal service as with the agreements between railroads and major truckers. 2. Trend toward Larger Vehicles - Motivated by the need for greater efficiencies, the industry is witnessing a trend toward larger vehicles. This includes larger, deeper oceangoing vessels, doublestack trains, longer, heavier trucks, and wide body airplanes. As we previously mentioned, the use of larger vehicles have resulted in concentrating the freight activity at major hubs or "load centers", placing demands on the infrastructure at those hubs. Surges of cargo volume resulting from larger ships and longer trains have generated demand for more efficient terminals to increase throughput, and have raised concern about landside access to terminals. 3. Shared Assets - Pooling equipment to allow greater efficiency and utilization of assets is becoming increasingly common as companies seek to cut costs and improve service. A good example of that is the neutral-container pools introduced by the railroads. 4. Supply Chain Integration - Businesses are using advanced technologies to integrate shipper and carrier systems and services, resulting in a dramatic reduction in the cycle time from production to sale. 5. End-to-End Service - At the current time, shippers are increasingly asking for door-to-door service, requiring carriers to develop agreements and alliances to allow for the "seamless" transport of goods. They are also increasingly emphasizing quality and reliability. 6. Outsourcing - Outsourcing has also been a recent trend. The ides here is for companies to focus on their "core competencies", and outsource other functions. Railroads, for example, have decided to focus on the line-haul business, and to contract out marketing and intermodal interface to third party experts. 7. Paperless Information Exchange - Transmiting information from mode to mode typically creates an enormous amount of paperwork. Paperwork represents an obstacle to "seamless" intermodal transportation. There is currently a definite trend toward the use of integrated information systems to address operations, tracking, billing and other functions. The dramatic increase in Internet access and the World Wide Web offers endless opportunities for communications and information exchange which will transform transportation and logistics management. Faced with these recent trends and the challenging environment that they create, intermodal companies have turned to advanced technologies to help them cur cost and improve service as we will discuss next. Advanced Technologies for Intermodal Freight Transportation The intermodal shipment of cargo requires not only the transfer of cargo between modes, but also the transfer of information. Advanced technologies have had a significant impact on freight distribution. We could basically identify two classes of technologies namely: (1) cargo and equipment tracking technologies; and (2) information exchange and communication technologies. Cargo and Equipment Tracking Transportation and logistics are being revolutionized by the ability to use communications technology to identify and monitor cargo in real-time. Examples of these technologies include: Radio Frequency (RF) Tags - the idea here is to use signals between RF tags and interrogators for automated equipment identification (AEI). The technology is widely used today in the port and rail industries, as well as in warehousing and manufacturing applications. It is also used to manage traffic flow through port gates, and to track yard equipment. Tags could either be of the passive-type or the active-type. Active read/write tags are essentially mini-computers that are capable of holding a complete container manifest. Satellite-Based Location Determination and Communication - These technologies can be used to fulfill two functions: (1) aviation and maritime navigation; and (2) real-time vehicle and cargo tracking. There are basically two elements to such systems: 1. The Global Positioning System (GPS) - As you have learnt in the first ITS course, GPS determines the exact location of an object on the surface of the earth by measuring the distance it takes for radio signals to travel from the DOD-owned constellation of 24 satellites to the receiver location (readings from at least 4 satellites are needed to locate a point); 2. Satellite Wireless Communications - After determining cargo and equipment locations, there is typically a need to communicate this information, say to a dispatch center. In this group of technologies, satellite communication systems are used for this purpose. There are two types of such systems that could be used: A) Geosynchronous (Geostationary ) Satellite Communications - These satellites are so called because they move at a certain speed that makes them appear stationary to an observer on the surface of the earth. The fact that these satellites are stationary relative to the earth is quite advantageous, since it simplifies the construction of satellite dishes (earth stations) that could remain pointed at one spot in the sky. Geostationary satellites are capable of providing voice and data communications to all four corners of every state, but the cost of communication is quite high. B) Low-Earth-Orbit (LEO) Satellite Communications - These satellites travel much closer to the surface of the earth than Geostationary satellites, and therefore their signals suffer much less interference and distortion. LEOs promise substantially to lower the cost of satellite communications in the near future. Cellular Technologies - Some companies, UPS for example, use cellular phone communication systems to maintain direct 2-way contact with the drivers allowing them to provide real-time information to their customers. Bar Codes - As we all know, one-dimensional bar codes are arrays of parallel narrow rectangular bars and spaces which represent characters in a particular symbology. Bar codes can be printed, scanned, decoded and transferred to a computer. The technology relieves the user of the tedious and error-prone task of reading a label and key-entering the information into a computer. Bar codes are widely used in transportation for identifying equipment. In addition to onedimensional bar codes, we also have two-dimensional bar codes. These use multiple dots or other arrays that are capable of encoding larger amounts of data, and can be used for personal identification or bills of lading. Smart Cards - Smart cards are integrated circuit cards the size and shape of a credit card which contain an electronic chip allowing them to process as well as store information (typically in the range of 2K - 8K). Smart cards are increasingly being used in freight transportation as part of gate transactions to identify the driver and the trucking company. Information Exchange and Communications Technologies As we previously mentioned, the interchange of information is as important to the intermodal movement of freight as the interchange of freight itself. Historically, the documentation associated with freight movement created an enormous amount of paper work, endless chances for errors in transmission and data entry, and significant delays while cargo waited for the necessary documentation to take place. The application of advanced information and communication technologies to enhance electronic commerce is helping provide for seamless service through the use of computer links for business information exchange. An important aspect of electronic commerce is the Electronic Data Interchange (EDI) concept, which we came across in our previous module. EDI involves the transfer of data between business partners using very specific industry standards, data sets and protocols. The U.S. Customs Service accelerated adoption of automated billing and cargo manifesting by introducing an automated system for ocean and air cargo. This system facilitated electronic filing of cargo manifest, bill of lading, vessel arrival times, status notification and other information, resulting in quicker freight release time. Having described the two broad types of technologies used in the intermodal freight transportation, we will now describe some concrete examples of actual systems that are used to optimize shipment and asset management. Intermodal Freight Industry Applications of Advanced Technologies Shipment Information Systems - these systems are used to manage the flow of materials and products, and optimize the visibility (i.e. you know where things are) and control of goods through a logistics system. Integrated systems, through the use of information management and communications technologies, link almost everyone involved in the logistics chain including suppliers, manufacturers, carriers, distributors, retailers, and consumers. Examples of such systems include UPS and Federal Express on-line tracking systems. Terminal Inventory Management Systems - these systems are used to track and manage the movement of containers and trailers within port, rail and truck terminals. The main objectives behind using such systems are (1) to optimize the use of very valuable space in terminals; (2) manage the stacking of containers of different lengths; (3) to make efficient use of labor and equipment; and (4) to schedule equipment repair and maintenance. Terminal inventory management systems use optimization routines and other decision support systems to manage the very complex operations taking place at terminals. They also use RF AEI technologies and GPS receivers for location identification. Ship Stowage Management Systems - As you might imagine the loading and unloading of containers aboard ships is a challenging problem to say the least. Ship stowage management systems are designed to help plan and track the location of containers aboard ships with the objectives of: (1) maximizing stability; (2) minimize the handling of containers during loading and unloading; and (3) identifying and isolating hazardous cargo. To achieve this, these systems use computer models and optimization or expert systems software to arrive at the best plan. Ship stowage management systems are typically linked to terminal inventory management systems to increase efficiency. Gate Clearance Systems - these systems automate the verification and inspection of drivers, trucks, trailers, containers, etc. moving into and out of marine, rail, air, and truck terminals. They are used to verify bookings and to maintain security. To achieve this, gate clearance systems use AVI technologies (such as RF transponders), and optical character recognition (OCR) systems that takes and reads a sophisticated, encrypted digital pictures of containers, chassises and drivers. There are examples of such systems in a number of terminals around the nation including the Port Authority of New York and New Jersey. Asset Location and Management Systems - these systems locate and track vehicles and containers. They can be used to estimate the time of arrival, minimize out-of-route travel, optimize equipment utilization and improve safety and security. The 2 key technologies used are (1) GPS for location identification; and (2) wireless communication using geostationary or low earth orbit satellites. Railcar Planning Systems - Railyards are the places where the railcars get assembled into actual trains. These systems are designed to optimize railyards' operations by providing for the efficient configuration of loads and railcars. They help enhance rail terminal operations by optimizing the use of space, managing containers and equipment, and improving the scheduling of loads and deliveries for rail operations. (Could you list some of the technologies needed to develop such systems?). Similar to terminal inventory management systems, railcar planning systems computer and optimization models, RF AEI technologies, and GPS receivers for location identification. Customs Clearance Systems - as we previously alluded, these systems automate the filing, processing, review and issuance of documents for import and export of goods. They use transaction processing software and communications technology to improve customs control and minimize delays to shippers and receivers. Now, you might have noticed that most of the systems we have just discussed are systems that have been implemented by the freight industry (i.e. by the private sector). However, if you think about it, there are several other publicly owned ITS systems that could help improve the efficiency of intermodal transportation (could you name some?) Public-sector ITS applicable to Intermodal Transportation By now, you should be quite familiar with the following systems: Advanced Traffic Management Systems (ATMS) that are used to improve the flow of traffic, reduce congestion and improve the safety of road operations Incident Management Systems that enable transportation and safety officials to quickly and accurately identify incidents and implement a set of actions to reduce the impact of incidents on traffic flow Electronic Toll Collection Systems that enable the electronic payment of highway, bridge and tunnel tolls Safety Assurance Systems that provide information on the safety history and performance of motor carrier and drivers Credentials Administration Systems that automate the filing, review, payment and issuance of oversize or overweight permits, among other credentials Electronic Screening Systems that enables commercial vehicles to avoid stops Advanced Traveler Information Systems that provide real-time information on highway congestion, incidents, construction and road closures Another ITS system that you might not be familiar with yet belongs to what we call Railroad Grade Crossing Management Systems - these systems manage gates and warning systems at highway-at-grade rail crossings. The objective is to improve safety and reduce delays by providing notice to drivers when a train is approaching, and early warning to train engineers when vehicles are blocking a crossing. To do this, they use a combination of radar, sound and traffic sensors. Railroad grade crossing management systems are typically linked to rail and highway traffic operations centers. Unfortunately, to date, there has been little, if any, linkage between the private and public sector systems. However, the true solution to managing the current and anticipated increase in intermodal transportation could only be realized through linking these systems so that public and private operators can share information to optimize flow and better utilize equipment and facilities. In the following section, we will describe the challenges of linking these systems, and provide a description of some concepts for such a linkage. Linking Private and Public ITS Systems Challenges As we have just mentioned, efforts to link systems, especially between the private and public sectors, have been uneven and inconsistent. The challenges to such integration are at three levels: business strategy, information technology and intermodal operations. Business Strategy Challenges The intermodal industry is by its very nature fragmented, complex and highly competitive. It depends upon the cooperation of a large number of widely diverse stakeholders working in different modes, regions and even countries. Each group has its own set of business philosophy, culture and operations. It should be expected that the intermodal industry that has been slow to link systems across private sector operations would be equally slow to embrace the concept of linking private and public systems. Information Technology Challenges The intermodal industry lacks a high-level information system architecture that defines how and with whom information is shared, and what standards should apply. Some of the reasons behind the lack of this architecture are the competitive nature of the industry and its sheer complexity. A few number of the largest intermodal companies have integrated shipment information and asset management systems, but most private and public systems address only the needs of a single mode or firm. Moreover, the industry has been slow to adopt and evolve information exchange standards. The result of all this is what we call, "islands" of information that are not linked to one another. Intermodal Operations Challenges Unfortunately, at the current moment, there is a little cooperation among public and private sectors to leverage their complementary investments in freight and traffic management systems. While both sectors share similar needs (namely to reduce congestion, improve traffic flow and enhance safety and security), they have different mandates and different work styles. Return on investment is the main factor driving the private sector. For the public sector, public needs and political pressure are the main drivers. Unfortunately, there is a high risk of miscommunication of needs, duplication of effort and unproductive investment. Efforts are now underway to address these challenges and to leverage the complementary investments made by public and private sectors in enhancing the efficiency of the nation's intermodal freight transportation system. So what opportunities are there for linking the two types of systems? This is what we will discuss next. ITS/Intermodal Concepts In this section, we describe some concepts that combine existing, intermodal freight systems and ITS applications. These concepts attempt to link private sector shipment and asset management systems with the public sector traffic and safety management systems. Concept 1 - Terminal Outbound Flow Management Traffic signals on the roads leading out of terminals can cause congestion, queuing and delays for trucks exiting the terminal gates. This concept attempts to improve the mobility of outbound trucks by adjusting traffic signals based on real-time traffic data and optimized signal timing plans. The concept calls for linking the following two systems: 1. Terminal gate clearance systems (private sector); and 2. Traffic-responsive or traffic-adaptive signal control systems Gate clearance systems would communicate information on the volumes of trucks exiting to the traffic control system. The traffic control system would use this information to adjust signal timings to accommodate the traffic volume expected, and to minimize queues. Concept 2 - Terminal Inbound Flow Management Heavy inbound traffic heading toward terminal gates can exceed processing capacity in some cases. This results in queues that may spillback onto access roads. It also results in delays at terminals, and high peak-period operating costs. The curremt concept is aimed at improving the management of terminal inbound traffic by using information on the anticipated volume and arrival times to spread out total arrivals. Under this concept, the following systems will be linked: 1. 2. 3. 4. Electronic toll collection systems (public); Weigh station clearance systems (public); Gate clearance systems (private); Motor carrier routing and dispatching systems that automates the routing and dispatching of trucks (private) Under this concept, electronic toll collection and weigh station clearance systems would identify passing trucks and mark the location and time. The observation would then be passed to terminal operators who would use the information to anticipate truck arrivals, and pre-plan gate operations. Terminal operators could also communicate with motor carrier dispatchers to schedule arrival times. Concept 3 - Incident Avoidance This concept will provide motor carriers with real-time information on incidents, congestion, construction, and other traffic conditions to enable them to optimize their routing and dispatching by avoiding incidents and other delays. The concept would link the following systems: 1. 2. 3. 4. Traffic management systems (public); Incident management systems (public); Traveler Information systems (public); and Motor carrier routing and dispatching systems (private) Regional incident and traffic management systems collect information on incidents, congestion and other traffic conditions. This information could be passed, via the traveler information system, to motor carriers routing and dispatching systems. The routing and dispatching systems would then use this information to select alternate routes or to adjust dispatching to avoid accidents and other delays, taking into account designated truck routes, weight limitations and other restrictions. You might have noticed that this concept was previously discussed in the previous module under the Carrier Operations program area of the ITS/CVO program. What was one example of a system with such capabilities? Concept 4 - At-Grade Rail Crossing Advance Notification Trucks, as well as passenger cars, often experience significant delays at at-grade railroad crossings. This concept aims at enabling vehicles to avoid delays at at-grade highway/railroad crossings by providing advance notification of train arrivals. The key systems that need to be linked here are: 1. Railroad grade crossing management systems (public); 2. Traveler information systems (public); and 3. Motor carrier routing and dispatching systems (private). Railroad grade crossing management systems will provide information on approaching trains. This information will then be passed, via traveler information systems, to motor carriers routing and dispatching systems for use in diverting trucks to alternate routes and avoiding delays. ITS and Passenger Intermodal Transportation We now turn our attention to the other side of the coin (i.e. intermodal passenger transportation). In the U.S., passenger transportation falls largely under the responsibility of the public sector, and the application of advanced technologies to passenger transportation needs has mainly been a public sector initiative. You should by now be quite familiar with the different ITS technologies that could be used to improve the efficiency and safety of passenger transportation (from previous modules). Given this, our focus here will be on describing some ITS concepts that could be used to improve the intermodal aspect of passenger transportation (i.e. passenger movements involving more than one mode - for example passenger car/transit, passenger car/airplane, etc.). Concept 1 - Intermodal Center Timed Transfer Management In many cases, the traditional radial, fixed-route transit systems cannot serve the dispersed travel patterns of suburban developments. To provide the required connections, many systems use schedules in which many routes focus on a single transit center (transfer center). In this case, trips on all routes involved are scheduled to arrive at the transfer center at the same time to enable riders to transfer. To achieve this, operators typically allot additional time in the route schedules to accommodate unexpected delays, thereby increasing service costs. The current ITS concept (see Figure) will monitor the transit vehicle locations in realtime, and provide dispatchers with this information. Dispatchers could then advise vehicles to either wait or speed up if another vehicle is delayed. The dispatcher could also contact other modes (e.g. taxi, paratransit, etc.) to meet delayed passengers. The system will also have the capability to provide updated schedule information to passengers through displays in stations, stops, and even in homes and businesses (through the phone or the Internet, for example). Intermodal Center Timed Transfer Management Concept Source: Multimodal Responsive Strategies Concept 2 - Transit Park-and-Ride Information and Space Reservation Lack of sufficient parking (or the uncertainty about the ability to find a parking spot) is a major impediment to the use of park & ride lots for bus and transit systems. This concept (see Figure below) will use ITS technologies to eliminate this uncertainty. Under this concept, a driver would be able to obtain information on parking availability over the phone or the Internet. He/she would then have the choice to reserve the space at the desired lot. Smart cards could be used for payment, and typically a driver would be charged a fee for places reserved but not used. Transit Park-and-Ride Information and Space Reservation Concept Concept 3 - Advanced Traveler Information System (ATIS) for Parking Availability Parking in large cities has always been a major problem. Some recent studies show that in some areas, 20% or more of the traffic during peak times is people looking for parking spaces. The current concept calls for the development of an ATIS that would not only guide people to their destination, but would also guide them to available parking spots. Such a system would continuously monitor the availability of spots at lots, garages and selected on-street areas, and continuously broadcast updated information to in-vehicle ATIS systems. Concept 4 -Airport Access/Passenger Pickup Many airports in the U.S. experience severe traffic congestion during peak periods. Studies show that visitor traffic accounts for about one third of all airport traffic, but drop-off and pickup areas are often inadequate to meet the demand. This is especially true when air traffic experiences major delays, and queues of people waiting to pick up passengers starn to develop. As you might have noticed, this problem is mainly the result of a lack of intermodal coordination, and ITS could definitely help resolve this problem. First, air flight information could be made available to homes and offices via the Internet for example. People picking up passenger could then check the latest schedules before they leave home. Upon reaching the airport, visitors could once again check on the most recent flight status via in-vehicle ATIS. For the flights that have not arrived, people could be directed to holding lots, and then to pickup points once the flight does arrive (see Figure). Airport Access/Passenger Pickup Concept It should be noted that the concepts we have just described are just illustrative examples of how ITS could help intermodal passenger transportation. In fact, the opportunities are endless. Could you think of some other ITS/Intermodal applications of your own that would enhance passenger intermodal transportation? Review Questions 1. What do we exactly mean by "intermodalism"? 2. Give some examples of how "intermodalism" has grown over the last two decades 3. What are the four basic elements making up any modal system? 4. How did trucking companies first view "intermodalism", and what is their current view of "intermodalism"? 5. What motivated the development of third party services, and what are some examples of the services they provide? 6. In the context of "intermodalism", what do we mean by "vertical integration" and "horizontal integration"? 7. Give some examples of cargo identification and tracking technologies. 8. Differentiate between Geostationary Satellite and Low-Earth-Orbit Satellite communications. 9. Briefly describe the basic operational concept behind the following systems: Terminal Inventory Management Systems Ship Stowage Management Systems Gate Clearance Management Systems 10. What are the challenges in linking the advanced freight management systems of the private sector and the public ITS applicatins? 11. In freight intermodal transportation, there are many opportunities for linking private-sector advanced technology systems with the public sector ITS applications, to improve the safety and efficiency of freight transportation. We have described four of these opportunities in the current module. You are now given a description of two more concepts, and you are asked to identify the private and public systems that would need to be linked in order to implement the concept, and describe how the concept works. Opportunity A - Intermodal HAZMAT Incident Response - the idea here is to facilitate the response to incidents involving intermodal hazardous materials shipments. Opportunity B - Motor Carrier Credentials at Terminals - the idea here is to enable a driver to obtain a permit at the terminal for transporting an oversize or an overweight load. 12. Describe some ITS/Intermodal applications (besides the four concepts we described in this module) that would enhance passenger intermodal transportation.