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The ITS Strategic Research Plan, 2010-2014 was defined through a multimodal Departmental effort. Collectively, the partners set the plan’s guiding vision.

The Mobility program consists of two areas: Real time Data Capture and Management and Dynamic Mobility Applications.

Data from multiple sources and of multiple types (such as location data, transit data, weather data, vehicle status data and infrastructure data) are captured, cleaned and integrated into a data environment. The data is then used by multiple applications:

•enhanced weather applications (e.g., real-time weather advisory information or warning systems)

•real-time transit signal priority

•real-time traveler information systems

•environmental applications, such as eco drive

•safety alerts, queue warning systems

Real-time Data Capture and Management addresses the capture, cleaning and integration of data in real time. Dynamic Mobility applications addresses the use of data in real time to develop and deploy enhanced or transformative mobility applications that will enable system users, and system managers to:

•make more informed travel choices

•enable better system operations for optimal performance

•improve major investment plans

This slide is an illustrative example. It is not meant to be an exhaustive list of all applications that the Dynamic Mobility Applications program will consider nor does it list all the data sources that the Data Capture and Management program will consider.

Next we will examine Dynamic Mobility Applications.

As mentioned previously, we don’t collect data for nothing. We need to do something useful with it, specifically developing applications that maximize system productivity and enhance mobility of individuals within the system. The focus is primarily on public sector applications but we’re not ruling out private sector applications.

The program will leverage multi-source data to develop and assess the applications that show potential to improve dynamic decision making.

We will identify the potential benefits that can be realized by these applications. The applications will be prioritized with the help of stakeholders based on the potential benefits, deployment costs, institutional and technical risks, and stakeholder acceptance.

Only when we have proven in a smaller test environment or a demonstration that it really works, can we move to a deployment phase.

This application will use connected vehicles communications and SPaT data to grant conditional signal priority on the basis of passenger load, schedule/headway adherence, service type, time-of-day, and peak direction of travel. It will include a library of “smart” priority strategies to implement (e.g., green extension, red truncation, phase rotation, etc.) that depend on time of arrival at the intersection (obtained through connected vehicles enabled location monitoring) and SPaT data obtained by the signal controller. Priority decisions will be made either at the RSE or signal controller with RSE communication.

Image Ref.

http://www.fhwa.dot.gov/advancedresearch/images/signal.jpg

Enhance the dial-a-ride concept utilizing the GPS and mapping capabilities of mobile devices to enable a traveler to input a desired destination and time of departure tagged with their current location. A central system dynamically dispatches or modifies the route of an in-service paratransit vehicle by matching compatible trips together. In the event a paratransit vehicle is not available, the traveler is given information on a fixed route trip or connected to private (taxi) service.

Image ref:

http://www.easterncommunications.com/images/PoliceDispCtr3.jpg

http://upload.wikimedia.org/wikipedia/en/thumb/8/82/Dial-a-Ride_logo.svg/449px-Dial-a-Ride_logo.svg.png

http://www.technologyihub.com/wp-content/uploads/2010/06/wirelessphonestandards.jpg

https://www.cems.uwe.ac.uk/studentwiki/images/8/8f/Iphone.jpg

1) Allows travelers to make more informed decisions on trip, route, and mode choices by providing accurate real-time information on multiple modes.

2) Suggests potential routes and modes (e.g., auto, transit, bicycle, walk) with approximate travel times, travel time reliability, and costs for each alternative.

3) Predicts travel times based on existing and predicted traffic congestion, weather and pavement conditions, incident locations, work zone locations and timings, transit availability and schedule, parking availability, and possible use of HOT and HOV lanes

4) Information may be provided via: personal mobile devices, transit stations on vehicle interactive screens, in-vehicle devices, internet, and 511.

Equip park and ride lots with sensors that monitor real-time parking space occupancy and make information available to users via smart phones or OBEs. The system may suggest alternative parking facilities once a lot reaches capacity and convey travel time and distance of the next available lot to the user.

Image Ref

http://sacramentoscoop.com/wp-content/uploads/2010/05/park-and-ride.png

Current CAD/AVL systems use proprietary map applications. Transit agencies often need to load secondary map applications for traffic alerts, weather and transit travel information.

The open map concept would be to have an universal map application supported by transit CAD/AVL systems which could receive RSS feeds from supporting agencies which would place detours, street closures, alternative transit alternatives, and traffic flow on the agency’s map. Transit could provide vehicle locations, passenger amenities, and service level to municipalities who need to schedule street repairs, or other road closures or detours.

Photo courtesy of VDOT

Figure from Bob Sheehan’s ATDM presentation

Picture from Bob Sheehan’s ATDM presentation