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- Washington, D.C.
- March 14, 2012
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- Webinar Participants
- Your input and questions are important to the AERIS Team.
- Please type your questions/provide feedback using the webinar tool
- While we will not be able to address the questions during the
workshop, we will review the questions afterwards.
- In-Person Attendees
- When asking questions or providing comments, please speak into a
microphone so that our webinar participants can hear you.
- Please Turn Your Cell Phones Off
- Lunch
- Restroom Locations
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- The objectives of the AERIS Transformative Concepts User Needs Workshop
are to:
- Provide an update on the AERIS Program to the public.
- Provide more detailed information to the public on the groups of
applications, or Transformative Concepts, the AERIS Program intends to
model.
- Begin detailed discussions on Concepts of Operations for each
Transformative Concept with a specific focus on user needs and data
needs in the context of SAE J2735 message sets.
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- USDOT Connected Vehicle Research and AERIS Program Overview
- Introduce workshop participants to the AERIS Program
- Discuss the AERIS Program’s accomplishments
- Introduce workshop participants to the AERIS Transformative Concepts
- SAE J2735 Message Sets and their Relevance to the AERIS Program
- Subject Matter Experts (SMEs)
- The AERIS Team has brought together a diverse panel of Subject Matter
Experts (SMEs) to participate in roundtable discussions to provide
information on their activities, challenges, results, lessons learned,
and future vision for transportation and the environment.
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- Roundtable Discussion #1 – Vision for the Future
- Vision for the Future – City 2.0
- What is your vision for a sustainable city of the future that
incorporates the connected vehicle paradigm?
- Roundtable Discussion #2 – Technical Discussion
- Focused on sharing of Subject Matter Expert (SME) experiences with
respect to connected vehicle environmental applications, data needs,
communication needs, and computing needs.
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- Hariharan Krishnan
- Technical Fellow, GM Global R&D
- Jim Misener
- Executive Advisor, Booz Allen Hamilton
- David Pickeral
- Global ITS Development Executive, IBM Worldwide Sales & Distribution
- Hesham Rakha
- Professor at the Charles E. Via, Jr. Department of Civil and
Environmental Engineering at Virginia Tech, and Director of the Center
for Sustainable Mobility at the Virginia Tech Transportation Institute
(VTTI)
- Matthew Barth
- Professor of Electrical Engineering and Director of the Center for
Environmental Research and Technology, University of California (UC)
Riverside
- Andrew Chatham
- Senior Staff Engineer, Self-Driving Car Mapping Lead, Google
- Petra Mollet
- Vice President – Strategy, American Public Transportation
- Association (APTA)
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- The vision for connected vehicle research is to transform surface
transportation systems to create a future where:
- Roadway crashes and their tragic consequences are significantly
reduced.
- Traffic managers have data to accurately assess transportation system
performance and actively manage the system in real time, for optimal
performance.
- Travelers have continual access to accurate traveler information about
mode choice and route options, and the potential environmental impacts
of their choices.
- Vehicles and traffic signals can communicate to eliminate unnecessary
stops and help drivers operate vehicles for optimal fuel-efficiency and
emissions reduction.
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- Connected vehicle research aims to tackle some of the biggest challenges
in the surface transportation industry, in the areas of safety, mobility
and environment.
- Safety | In 2009, there were 5.5 million crashes, resulting in 33,808
fatalities and 2.2 million injuries. Motor vehicle crashes are the
leading cause of death for people ages 3 through 34.
- Mobility | U.S. highway users waste 4.8 billion hours a year stuck in
traffic – nearly one full work week (or vacation week) for every
traveler. The overall cost (based on wasted fuel and lost productivity)
reached $115 billion in 2009 – more than $808 for every U.S. traveler.
Delays in truck operations alone resulted in $33 billion in wasted fuel
and lost productivity.
- Environment | The total amount of wasted fuel topped 1.9 billion
gallons in 2010 according to the Texas Transportation Institute’s Urban
Mobility Report.
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- Surface transportation has a significant impact on the environment:
- Transport sector accounts for 28% of GHG emissions in the US.
- Surface vehicles represent almost 80% of the transport sector GHG.
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- Vision | Cleaner Air through Smarter Transportation
- Objectives | Investigate whether it is possible and feasible to:
- Generate/capture environmentally-relevant real-time transportation data
(from vehicles and the system).
- Use these environmental data to create actionable information that can
be used by system users and operators to facilitate “green”
transportation choices for all modes.
- Assess whether doing these things yields good enough environmental
benefits to justify further investment by the USDOT.
- TRANSFORMATIVE and INNOVATIVE
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- Leverage existing and future research, data sets, and technologies to
develop, enhance and, eventually, model and demonstrate Transformative
Concepts that are proven to reduce the negative impacts of
transportation on the environment.
- Explore how AERIS data sets may improve/validate assumptions of
environmental and other models (such as EPA’s MOVES).
- Explore a wide variety of communication technology options, not just
one.
- Research will include all surface modes.
- Be undertaken in cooperation with international counterparts, as appropriate.
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- AERIS State of the Practice (SOP) Reports
- Applications Assessment: Identified applications that have demonstrated
environmental benefits through use of ITS technologies.
- Evaluation Techniques: Described methods of evaluating the benefits of
AERIS applications.
- Behavioral and Activity-Based Modeling: Examined how behaviors may be
influenced to reduce negative environmental impacts of surface transportation.
- Environmental Models: Assessed sensitivity and validity of
environmental models in representing various environmental measures for
evaluating ITS strategies.
- Data Acquisition Technology: Determined what environmental data can be
acquired or derived from vehicle-based and infrastructure-based sensors.
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- An Evaluation of Likely Environmental Benefits of Lowest Fuel
Consumption Route Guidance in the Buffalo-Niagara Metropolitan Area |
University at Buffalo
- Developing and Evaluating Intelligent Eco-Drive Applications | Virginia
Tech
- Eco-Speed Control Using V2I Communication | Virginia Tech
- Preliminary System Development Plan for an AERIS Data Capture and
Management System | Mixon Hill
- Eco-ITS | University of California at Riverside (UCR)
- Assessment, Fusion, and Modeling of Commercial Vehicle Engine Control
Unit Data | Calmar Telematics and UCR
- Engaging the International Community | University of California Partners
for Advanced Transit and Highways (PATH) Program
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- University at Buffalo’s Eco-Routing Project
- Successfully integrated TRANSIMS with EPA’s MOVES model.
- Results indicate that ‘green routing’ could result in significant
reductions in fuel consumption and emissions, but this may come at the
expense of an increased travel time.
- Virginia Tech’s Research Projects
- Developed an algorithm for adjustments in vehicle speed as the vehicle
approaches a “smart” intersection to achieve fuel efficiency.
- Developed a predictive eco-cruise control algorithm for optimum vehicle
acceleration and deceleration controllers with car-following models.
- UCR’s Eco-ITS Project
- Developed a method for estimating vehicle emissions in real-time using
data from the vehicle’s data bus in conjunction with the Comprehensive
Modal Emissions Model (CMEM).
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- Radically different mobility landscape where pedestrian, bicycle, car,
truck, and bus traffic will be woven into a single connected network to
save time, improve safety, and reduce emissions
- A true network of mobility solutions with personal vehicle ownership
augmented/complimented by use of connected and shared services, with new
business models and public/private partnerships contributing to improved
individual and network mobility.
- Vehicle to cloud, vehicle to vehicle, and vehicle to infrastructure
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- The future of transportation is door-to-door mobility for people and
goods
- Integration and convergence – information technology
industry/smartphones/vehicles
- Sustainability is key to “City 2.0” – safety, mobility and environment
converge to allow people and organizations (public and private sector)
to make better decisions.
- It all begins with data.
- Different types of data need to be connected to make smarter
transportation decisions.
- Traffic / Transit
- Public Safety / Security
- Weather / Air Quality
- Public Works and the Smart Grid
- Social Media
- Access to data, management of data, integration of data (“mobility
internet”??)
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- Similar to today’s ITS: cordons with fixed
- infrastructure (e.g., London’s Congestion Pricing)
- Imagine tomorrow’s connected vehicle:
- Connected vehicle technology allowing for Low Emissions Zones that can be:
- Scalable and moveable (e.g., pop-up for a day, removable, flexible)
- Not dependent on conventional ITS infrastructure
- Dynamic based on real-time vehicle emissions data collected from
vehicles and other sources
- Dynamic Low Emissions Zones that provide incentives to drivers who
practice “eco-driving” within the Low Emissions Zone.
- Dynamic Low Emissions Zones that encourage “green” transportation
choices, including transit options and freight operations.
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- Similar to today’s ITS: adaptive traffic signal systems
- and traffic signal priority applications
- Imagine tomorrow’s connected vehicle:
- Broadcasting signal phase and timing (SPaT) data to vehicles where
in-vehicle systems perform calculations to provide speed advice to the
driver of the vehicle, to reduce queuing, starts, stops, idling, and to
support speed management.
- Adaptive traffic signal systems optimized for the environment using data
collected from vehicles, such as vehicle location, speed, GHG and other
emissions data using connected vehicle technologies.
- Inductive charging infrastructure located at the stop bar enabling
electric vehicles to charge while stopped at a traffic light.
- Transit signal priority based on emissions, transit vehicle occupancy,
and schedule adherence.
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- Similar to today’s ITS: high occupancy vehicle
- (HOV) lanes
- Imagine tomorrow’s connected vehicle:
- Dedicated eco-lanes on freeways optimized for the environment that
encourage use by low emission, high occupancy, freight, transit, and
alternative fuel or regular vehicles operating in eco-friendly ways.
- Speed optimized for the environment based on data collected from
vehicles. Eco-speeds would be implemented to help to reduce unnecessary
vehicle stops and starts by maintaining consistent speeds, thus
reducing GHG and other emissions.
- Cooperative eco-adaptive cruise control applications where individual drivers
may elect to opt-into applications that provide cruise control
capabilities designed to minimize vehicle accelerations and
decelerations for the benefit of reducing fuel consumption and vehicle
emissions.
- Inductive charging infrastructure that charges electric vehicles moving
at highway speeds.
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- Similar to today’s ITS: hybrid vehicle engine
- optimization
- Imagine tomorrow’s connected vehicle:
- Applications that enhance engine performance in real-time based on
vehicle, weather and external factors. This includes an AFV:
- Switching power sources as it approaches an Eco-Lane or Low Emissions Zone
- Turning off its engine as it waits at a red light at a traffic signal
upon communication from a traffic signal
- Applications that provide users with information about the locations of
charging/fueling stations and allow users to make reservations from
their vehicles considering traffic conditions and distance to the
station.
- Infrastructure that enables inductive charging of electric vehicles
including cars, trucks, and buses. This infrastructure would support:
- Static charging capable of transferring electric power to a vehicle
parked in a garage or on the street and vehicles stopped at a traffic light
- Charging vehicles moving at highway speeds
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- Similar to today’s ITS: 511 and traveler information
- websites, navigation systems, and traffic related phone
- applications
- Imagine tomorrow’s connected vehicle:
- Applications that provide instantaneous feedback to drivers on their
driving behavior to encourage drivers to drive in a more
environmentally efficient manner.
- Dynamic Eco-Routing that uses real-time data collected from vehicles to
provide drivers with the eco-route. Special cases may also apply to
transit and freight.
- Multimodal Real-Time Traveler Information – applications that convey
real-time pre-trip and en-route information to encourage green choices.
- Smart Parking applications targeted at providing real-time parking
information to reduce unnecessary emissions and fuel consumption searching
for a parking space.
- New paradigms for car sharing and car ownership.
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- Similar to today’s ITS: Integrated Corridor Management
- for mobility
- Imagine tomorrow’s connected vehicle:
- Partners from various transportation modes working
- together to achieve the maximum environmental benefit for the entire
transportation system.
- A Code Red Air Quality Day where an imaginary “switch”
- is flipped that maximizes operations within an entire corridor or
region to achieve a maximum environmental benefit on that day.
- Traffic signals could be optimized to reduce emissions
- Speed limits on the highways could be changed to eco-speed limits
- Fare structures could be changed to encourage transit usage, even
transit fares could be changed
- Low Emissions Zones could pop up
- More lane conversions to eco-lanes
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- General
- What is your vision for a sustainable city of the future (“City 2.0”)
that incorporates the connected vehicle paradigm?
- What transportation-oriented information infrastructure do you expect
to be in place in 2020? 2030? Who do you think will provide
transportation-oriented information infrastructure and why?
- How do you expect private firms will partner with public agencies in
future traffic management?
- How do you expect the shape and density of urban areas to evolve?
- What role will transportation technology play in that evolution?
- What about non-transportation IT, what role do you think it will play?
- What types of vehicles will become more or less predominant in cities
of the future and why? What
kinds of connectivity will they offer?
- What assumptions are you making about the future?
- What are the priority research questions to enable a connected vehicle
future for the environment?
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- General
- What is your vision for a sustainable city of the future (“City 2.0”)
that incorporates the connected vehicle paradigm?
- What transportation-oriented information infrastructure do you expect
to be in place in 2020? 2030? Who do you think will provide
transportation-oriented information infrastructure and why?
- How do you expect private firms will partner with public agencies in
future traffic management?
- How do you expect the shape and density of urban areas to evolve?
- What role will transportation technology play in that evolution?
- What about non-transportation IT, what role do you think it will play?
- What types of vehicles will become more or less predominant in cities
of the future and why? What
kinds of connectivity will they offer?
- What assumptions are you making about the future?
- What are the priority research questions to enable a connected vehicle
future for the environment?
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- To make the AERIS Transformative Concepts happen, various types of data
need to be transmitted among:
- Vehicles of all types
- Vehicles and roadway infrastructure
- Vehicles, infrastructure, and wireless consumer devices
- At each step of a transformative concept there are data being exchanged
between actors.
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- Society of Automobile Engineers (SAE) J2735
- The purpose of the standard is to support interoperability between
vehicles and roadside devices through the use of standardized message
sets, data frames and data elements.
- The standard supports transferring information between vehicles and
roadside devices as well as between vehicles themselves.
- Provides the foundation for a variety of applications including vehicle
safety, emergency vehicle notification, automated tolling, enhanced
navigation, traffic management and many others.
- The focus is on 5.9 GHz Dedicated Short Range Communication (DSRC), but
message sets are not constrained to DSRC. It is designed (to the extent
possible) to be deployable with other wireless technologies.
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- The current version of the standard includes the following messages:
- A la Carte (ACM)
- Basic Safety Message (BSM)
- Common Safety Request (CSR)
- Emergency Vehicle Alert (EVA)
- Intersection Collision Avoidance (ICA)
- Map Data (MAP)
- NMEA Corrections (NMEA)
- Probe Data Management (PDM)
- Probe Vehicle Data (PVD)
- Road Side Alert (RSA)
- RTCM Corrections (RTCM)
- Signal Phase And Timing Message (SPAT)
- Signal Request Message (SRM)
- Signal Status Message (SSM)
- Traveler Information Message (TIM)
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- Part of J2735 Standard
- The current version is 2nd Edition, published December 2009
- Basic Safety Message (BSM)
- The message is broadcast at a rate of 10 times per second to
surrounding vehicles
- Part I data shall be included in every BSM
- Part II data are optional for a given BSM and are included as needed
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- The Safety Pilot Model Deployment will take place in Ann Arbor, MI
August 2012 – August 2013.
- Vehicles participating in the Safety Pilot Model Deployment will send
Basic Safety Messages (BSMs) defined by the current SAE J2735 standard.
- The Dynamic Mobility Applications (DMA) Program, the FHWA Road Weather
Management Program (RWMP), and
AERIS are interested in obtaining BSM data from the model deployment.
- The Data Capture Management (DCM) program intends to assemble, document
and provide BSM data from the model deployment in support of mobility
and environmental application research and development.
- DCM does not need to obtain the BSM data in real time. Archives of data
from the test will be sufficient.
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- BSM data collected by the Safety Pilot have a role in supporting
Mobility, Road Weather Management, and AERIS research.
- Obtain a better understanding of fundamental vehicle data from a
variety of vehicle platforms (light vehicles, trucks, transit)
- Better characterize DSRC-related communications capabilities, both V2V
and V2I
- Safety Pilot data will be a helpful addition for some applications, but
cannot satisfy all research data needs for all non-safety programs.
- The safety pilot experimental design is a safety-related test, not an
environmental test, conducted in one specific location: Ann Arbor, MI
- Mobility or environment-focused field tests and simulated data from
coordinated experiments will provide the bulk of data needed for
Mobility, Weather, and AERIS application development
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- The USDOT is in the process of undergoing a Systems Engineering Process
to update the J2735 Standard.
- There is a need for:
- A clear definition of the standard’s scope
- Definition of user needs and requirements mapped to data concepts,
dialogs, messages, data frames and data elements
- Traceability from needs through data concepts
- Additional input from the transit and freight communities and other
stakeholders
- The USDOT wants to:
- Create a complete and correct standard, which includes creating a set
of verifiable requirements.
- Support International harmonization
- Apply a structured approach and deliver a draft J2735 SE standard
document to SAE as a “comment”
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- Emissions data collected from the vehicle:
- Current fuel consumption
- Average fuel consumption
- Current emissions
- Average emissions
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- Engine performance parameters that allow the infrastructure to compute
these values, such as:
- Vehicle type
- Engine and fuel type
- Second-by-second speed and acceleration
- Accessory use (such as air conditioning)
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- To what degree is a DSRC-based BSM Part 1 message critical to realizing
benefits from AERIS Transformative Concepts?
- What key elements of BSM Part 2 might be needed?
- What (if anything) is missing from BSM Parts 1 and 2? Is there a need
for a “Basic Environmental Message”?
- To what degree does transmission of BSM data elements over non-DSRC
media support the AERIS Transformative Concepts?
- What role might a DSRC-based BSM play in enabling AERIS Transformative
Concepts when combined with other data (vehicles, travelers, and fixed
sensors) to enable applications?
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- Is the concept of a Basic Environmental Message (BEM) a valid idea? If
yes, what data elements should be in the BEM?
- How frequently should the BEM be sent or under what conditions?
- What data are you currently using to support your work? What additional
data would you want in the future to support connected vehicle
applications? Where do you expect to get this data from in the future?
- What if you couldn’t get this data?
How would you work around that?
- What are the communication requirements needed to support these
applications?
- What are the opportunities for transit and freight? As their operational
characteristics differ from passenger vehicles, how do we take these
differences into account with respect to environmental benefits? Are there specific data needs for
transit and freight?
- Where do you see convergences or divergences between mobility objectives
and environmental objectives?
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- The purpose of tomorrow’s workshop is to focus on “Engineering the
Future”
- Leverage what was discussed today and apply it to the AERIS
Transformative Concepts
- The AERIS Team will be eliciting input for the following AERIS
Transformative Concepts:
- Eco-Signal Operations
- Eco-Lanes
- Dynamic Low Emissions Zones
- Input will be elicited through two rounds of Break-out Sessions
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- Washington, D.C.
- March 15, 2012
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- The purpose of today’s workshop is to focus on “Engineering the Future”
- Leverage what was discussed yesterday and apply it to the AERIS
Transformative Concepts
- The AERIS Team will be eliciting input for the following AERIS
Transformative Concepts:
- Eco-Signal Operations
- Eco-Lanes
- Dynamic Low Emissions Zones
- Input will be elicited through two rounds of Break-out Sessions
- The AERIS Team will document this input for incorporation into Draft
Concept of Operations documents
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- The objectives of today's breakout sessions are to begin thinking about
the Transformative Concepts in more detail and to identify:
- The actors as they pertain to the AERIS Transformative Concepts
- The applications for which that actor is responsible
- The interactions between actors at each step of the Transformative
Concept
- The type of information exchanged between actors
- The AERIS Team plans to take a systematic approach for developing
details of the AERIS Transformative Concepts, beginning with the
development of Concepts of Operations.
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- For the AERIS Program, think of a ‘system’ as a group of applications,
or Transformative Concept.
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- The AERIS Team will be developing Concepts of Operations for the
following AERIS Transformative Concepts:
- Eco-Signal Operations
- Eco-Lanes
- Dynamic Low Emissions Zones
- Eco-Traveler Information
- Support for Alternative Fuel Vehicle (AFV) Operations
- The Concepts of Operations are intended to be a blueprint describing the
Transformative Concepts so we can understand how they may work.
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- The Concept of Operations provides a means for describing operational needs
without becoming bogged down in detailed technical issues that will
defined later in the process.
- Its purpose is to clearly convey a high-level view of the system to be
developed that each stakeholder can understand.
- Who – Who are the stakeholders/actors involved with the system?
- What – What are the elements and the high-level capabilities of the
system?
- Where – What is the geographic and physical extent of the system?
- When – What is the sequence of activities that will be performed?
- Why – What is the problem or opportunity addressed by the system?
- How – How will the system be developed, operated, and maintained?
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- An actor is a person, organization, or external system that plays a role
in one or more interactions with your system.
- Traffic Management Center (TMC)
- Transit Operations Center
- Vehicle
- Connected Vehicle Roadside Equipment
- Actors may not necessarily represent a specific physical entity, but
merely a particular facet (i.e., “role”) of some entity that is relevant
to the specification of its associated use cases.
- A single physical entity may play the role of several different actors
and, conversely, a given actor may be played by multiple different instances.
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- We want to define the interactions between actors for each step of the
AERIS Transformative Concept.
- What information needs to be exchanged between actors to enable
environmental applications and AERIS Transformative Concepts?
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- Today we are asking you, the workshop participants, to provide input on
behalf of the actors.
- Your inputs will be used to develop user needs for the Transformative
Concepts.
- Feel free to wear many hats.
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- Work in groups (led by group facilitators)
- Transformative Concept Background Information – 25 minutes
- Provide an overview of the AERIS Transformative Concept
- Review the list of applications
- Review the list of actors
- Facilitated discussion to elicit stakeholder input – 50 minutes
- Walk-through storyboards step-by-step and review information flow
diagrams to discuss interactions between actors
- Combine comments for debrief – 15 minutes
- Debrief feedback to whole group – 15 minutes per group
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- The AERIS Team wants to promote an open, honest exchange of ideas among
workshop participants.
- Break-out Session Ground Rules:
- Speak openly and honestly
- Listen carefully to what others have to say
- Treat everyone, and their ideas, with respect
- All input provided by stakeholders will be treated as anonymous
- Input will be aggregated and synthesized
- Where appropriate, input will be selectively excerpted without
attribution
- ‘Imagine’
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- Workshop participants will be divided among three (3) rooms to ensure
that everyone has the opportunity to think creatively and constructively.
- The first round of Break-out Groups will facilitate discussion
around the Eco-Signal Operations
Transformative Concept.
- Break-out Session Rooms
- Left side of the room: Room 337A
- Right side of the room: Room 338
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- There will follow a similar process for Break-out Session #2.
- Report to the same room that you reported to for the first Break-out
Session.
- The Eco-Lanes and Dynamic Low Emissions Zones Transformative Concepts
will be discussed during these Break-out Sessions.
- Left side of the room will be discussing Eco-Lanes: Room 337A
- Right side of the room will be discussing Dynamic Low Emissions Zones: Room
338
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Notes
