Full Plan - Kansas Department of Transportation

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of upgrading to digital equipment and interfaces with WAN and mobile devices to 6 district offices. The Paranet report the following steps for KDOT: • Implement VPN (virtual private network) for locally and remotely securing data communications to all 6 district offices • Use the 800 MHz network as voice and data channel support, and AVL backbone • Use microwave's large capacity infrastructure backbone for data transfer. Continue the migration to digital equipment • Introduce wireless WAN (wide area network) • Use ISDN (integrated services digital line) for redundancy to VPN • Take advantage of Sprint's integrated, on-demand network (ION). Currently, Sprint ION is being beta-tested in Kansas City at Hallmark The Sprint Paranet Study suggests that the existing and proposed telecommunications infrastructure would be used to enhance the voice, video and data connectivity to all KDOT offices. This infrastructure would benefit those using mobile data, the traveling public, and all external entities. KDOT has several options to pursue in order to maximize the existing infrastructure. Currently, KDOT utilizes a minimum committed information rate (CIR) frame relay connection of 384k connection from the main offices in Topeka to the field offices. Should infrastructure be available, KDOT could increase the CIR of their frame relay connections from 384k to 756k. Regardless of the circuit type, the CIR will not exceed 1.0 Mbps. Additionally, KDOT could continue to replace its analog microwave equipment with digital equipment. Both of these options would increase the speed and/or bandwidth at which communications can be processed. 1.1.4 K-10 Smart Corridor The K-10 Corridor will provide enhanced telecommunications and Information Technology (IT) services to the public through the work of a consortium of government, education, and private entities. When completed, the building blocks will be in place to provide ISDN, T-1 (1.544 Mbps) lines, asymmetric digital subscriber lines, and number portability at competitive, reduced rates. This Smart Corridor will also create new opportunities for telecommunications partnerships and competitive services for all units of local government, educational institutions, private firms, and citizens located within the K-10 Corridor's communities. These communities include Lawrence, Eudora, DeSoto, Olathe, Lenexa, Shawnee, Overland Park, Leawood, and Kansas City. The K-10 Smart Corridor will be a fiber optic based network. As a consortium of local government, educational institutions, and private firms, the Smart Corridor members will have the clout to negotiate with telecommunications service providers to get better prices for more bandwidth. Obviously, this Smart Corridor Baseline Condition Report 1-7 Section 1 of the Kansas Statewide ITS Plan July, 00
will benefit the communities between Lawrence and Kansas City; however, should this project be successful, its model may be expanded across the state. This concept of banding together to get better prices for more bandwidth may also assist KDOT in obtaining bandwidth for the proposed statewide ITS system. With this bandwidth, KDOT may be able to provide many of the programs detailed in this report. 1.1.5 Transportation 2000 – Report to the Governor On June 12, 1998, Kansas Governor Bill Graves announced the formation of a group of Kansans to study the state’s transportation needs. Transportation 2000, as the group was called, was charged with gathering information from Kansas citizens, communities, regions and advocacy groups and using this information to create a priority needs assessment for the future of transportation in Kansas. The Transportation 2000 report was completed in December of 1998. Following the guidance of Governor Graves, the report looked beyond the traditional emphasis on roads alone and also considered airport improvement, railroad safety, mass transit and a stronger state partnership with city and county government. The Transportation 2000 study group held a series of 12 town hall meetings in all geographic regions of the state to gather input from over 2,500 individuals, businesses, and government representatives with diverse transportation interests. The major conclusions drawn by the study group were: • Kansas needs a new transportation program (existing 8-year program is wrapping up) • Existing resources will not be adequate • Recommended 8-year Comprehensive Transportation Program requires $4.3 billion in addition to current revenue − $194 million annually for Preservation Program − $376 million annually for Modernization Program − $2 billion over life of the program for System Enhancement Program • Local Governments will also require additional resources • All modes of transportation should be funded − Aviation should receive $3 million annually from state funds − Public Transit should receive $8.8 million annually from state funds − Rail should receive $5 million annually from state funds Although the T2000 study does not mention ITS projects explicitly, the proposal still has a large impact on ITS in Kansas. In the future, ITS will be mainstreamed into the way KDOT does its business. This means that any transportation project funded by the state could potentially include ITS components in its scope. For instance, a traffic signalization project could also include signal preemption for emergency vehicles which is an ITS application. Since ITS will no longer be treated as special projects, all state transportation funding programs, such as the one proposed in the T2000 study, will have Baseline Condition Report 1-8 Section 1 of the Kansas Statewide ITS Plan July, 00
Page 2 and 3: Report Summary of the Kansas Statew
Page 22 and 23: Kansas Statewide ITS Plan Executive
Page 24 and 25: Section 1: Baseline Condition Repor
Page 26 and 27: Figure 1.1: Kansas Statewide ITS Pl
Page 28 and 29: in four phases with the first phase
Page 32 and 33: an indirect impact on ITS. The T200
Page 34 and 35: Figure 1.2: Permanent Weigh in Moti
Page 36 and 37: eceiver and a laptop computer to ge
Page 38 and 39: Figure 1.3: Kansas City Scout Imple
Page 40 and 41: 1.1.12 Statewide Fiber Optic Networ
Page 42 and 43: conditions and 10 meters on demand.
Page 44 and 45: Figure 1.6: KDOT RWIS sites RWIS da
Page 46 and 47: optical network), and ATM (asynchro
Page 48 and 49: Kansas has several initiatives with
Page 50 and 51: Russell, Account Executive, Jane Mo
Page 52 and 53: • Some of the discussion indicate
Page 54 and 55: data would not be made available to
Page 56 and 57: When asked about commercial vehicle
Page 58 and 59: “What is the cost and where is th
Page 60 and 61: “Operators will have concerns abo
Page 62 and 63: What is the main source of KHP Weat
Page 64 and 65: Responses to Tailored Questions: Wi
Page 66 and 67: When asked about railroad crossings
Page 68 and 69: area. For those who didn’t have c
Page 70 and 71: Bureau of Design - State Road Offic
Page 72 and 73: observations in the field and is sh
Page 74 and 75: the Motor Carrier Safety Assistance
Page 76 and 77: for ITS applications is ramp meteri
Page 78 and 79: CareVan is a call-ahead service tha
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A discussion of ITS applications in
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maintenance and easy for the travel
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1.4 Review of Survey Data Overview
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Miles Driven Annually By percentage
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Percentage of Kansas Residents Who
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Average Length of Delays in Constru
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Percentage of Residents Who Thought
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Percentage of Residents Who Rated T
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Ways Residents Would Like to Get In
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Information KDOT Should Supply to t
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Department of Transportation (MoDOT
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Kansas ITS Vision The Kansas ITS Vi
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The next data item on the form is f
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successful Statewide ITS Plan that
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2.3 What is an ITS Architecture? An
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Interagency Coordination Part of th
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Mapping to the National Architectur
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Figure 2.5: Interactive Traveler In
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The ATIS architecture described her
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and payment of a recurrent monthly
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Benefits of Priority Corridor Deplo
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partnerships should encourage a joi
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Figure 2.7: Kansas CVO Architecture
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information and the automation of t
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projects. Optimally, this informati
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Figure 2.9: Road Weather Informatio
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The modest operating costs for thes
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collected data with an information
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Figure 2.11: Network Surveillance A
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Telecommunications Needs From figur
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Benefits of Traffic Operations Depl
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System Architecture Definition Conc
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2.17: Standard Railroad Grade Cross
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Figure 2.21: Transit Vehicle Tracki
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As the ACN market grows, there will
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Rural mobility deployments, such as
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Figure 2.24: Kansas ITS External In
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• The ITS Unit should encourage i
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2.7 Summary and Final Recommendatio
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Finally, it would be beneficial for
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3.1 Identifying and Tracking Projec
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Section 3.2 will expand on the duti
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Table 3.2: Ranking and Prioritizati
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3.3 Results from Second Round of Di
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3.4 Conclusion This summary highlig
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Section 4: Strategic Deployment Pla
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4.1 Deployment Strategies This sect
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through mechanisms such as federal
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Diverse participation will maximize
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Many safety-oriented applications w
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• Weigh in motion facilities, and
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Table 4.1: Suggested Frequency of O
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Table 4.2: Near-term Deployment Pro
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4.3 Conclusion This section contain
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design standards, following the Nat
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MCSAP Motor Carrier Safety Assistan
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The lists on the following pages in
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Mailing List District 3 - Norton Or
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Mailing List District 5 - Hutchinso
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Appendix C - Attendance Lists The f
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Attendance List District 2 - Salina
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Attendance List District 4 - Chanut
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Attendance List District 6 - Garden
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Appendix E - ITS Awareness Seminar
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Commercial Vehicle Operations (CVO)
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Rural Transit If you were without a
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First Name Last Name Organization 4
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Attendance List District 3 - Norton
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Attendance List District 5 - Hutchi
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Appendix I: Second Round of Distric
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Date: January 19, 2000 Location:Gar
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Date: January 25, 2000 Location: Sa
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Date: January 31, 2000 Location: To
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Appendix J: Quarterly Progress Repo
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Full Plan - Kansas Department of Transportation

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