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- DCM/DMA Summer Webinar Series
- Kate Hartman
- July 20, 2011
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- Purpose
- Provide an update on DMA program status, key program priorities, and
next steps
- Agenda
- Introduction to the DMA Program
Kate Hartman
- High Priority Application Bundle Presentations
USDOT DMA Bundle Leads
- DMA Program Next Steps
Kate Hartman
- Discussion
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- Vision
- To research and facilitate a national, multimodal surface
transportation system that features a connected transportation
environment around vehicles of all types, the infrastructure, and
portable devices to serve the public good by leveraging technology to
maximize safety, mobility, and environmental performance.
- Plan developed with full participation by all surface
- transportation modal administrations as well as with
- significant interaction with multi-modal stakeholders.
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- Move aggressively on vehicle to vehicle communications
- Regulatory Decision on In-Vehicle Equipment by 2013
- Accelerate in-vehicle technology
- “Here I Am” messages
- Aftermarket Safety Systems
- Enables safety and active traffic management
- Accelerate infrastructure communications capability
- Signal Phase and Timing (SPaT) as initial focus
- Enables safety, mobility, and environmental applications
- On road multi-modal pilot deployments for high-value applications
- Monitor and evaluation of driver distraction issues
- Understand data and communications needs (DSRC/other) of transformative
mobility applications – and the potential benefits of these applications
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- Vision
- Expedite development, testing,
commercialization, and deployment
of innovative mobility application
- maximize system productivity
- enhance mobility of individuals within the system
- Objectives
- Create applications using frequently collected and rapidly disseminated
multi-source data from connected travelers, vehicles (automobiles,
transit, freight) and infrastructure
- Develop and assess applications showing potential to improve nature,
accuracy, precision and/or speed of dynamic decision
- Demonstrate promising applications predicted to significantly improve
capability of transportation system
- Determine required infrastructure for transformative applications
implementation, along with associated costs and benefits
- Project Partners
- Strong internal and external participation
- ITS JPO, FTA, FHWA R&D, FHWA Office of Operations,
FMCSA, NHTSA, FHWA Office of Safety
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- Current Focus:
- Create, develop, and demonstrate applications using multi-source data
- Transformative Application Bundles
- 9-month process to engage stakeholders and make a decision
- We collected innovative, transformative ideas
- We prioritized stakeholder and federal interest
- Identified the most promising applications to pursue in Phase 2
(Announced at TRB 2011)
- Open Source Portal
- Foundational capability to share and coordinate application development
- Currently developing detailed concept of operations
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- Goal
- Identify, with help of stakeholders, collection of applications for
- development and testing in Phase 2 of Program
- Approach
- Solicit ideas for transformative applications
- Initial request closed on 31 July; second call closed 15 October
- More than 90 submittals, quantity and quality exceeded expectations
- Share concepts with our stakeholders throughout the process
- Refine concepts to a manageable set of consolidated concepts (33)
- Consolidated concepts used in variety of exercises at Mobility
Workshop, 11/30-12/1/10 and with other stakeholder groups
- ITE Task Force, Transit stakeholders, Freight stakeholders
- Combine stakeholder and federal input to support program prioritization
- Candidate Applications Prioritization Criteria
- Potential for transformative impact
- Makes use of connected vehicle data
- Significant stakeholder interest
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- GMU-Arlington, 11/30-12/1/2010
- 152 registered attendees
- Goals
- Inform stakeholders
- Motivate stakeholder participation
- Capture feedback on applications
- Each participant rated each application on
- three criteria (High, Medium, Low)
- Potential Impact: will this application have transformative impact?
- Deployment Readiness: if we assume data is available, can this
application be developed, tested and widely deployed by 2025?
- Program Alignment: does the application align with program objectives
and is there a clear federal role in its development and deployment?
- Each participant scored and commented on each concept on a scorecard
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- Consolidate input from external stakeholder groups, workshop
- Consider internal stakeholder priorities
- Leveraging on-going or other planned research
- Group Applications into Bundles
- Similar high-level data needs
- Interaction among applications predicted
- Evident value in concurrent development
- Encourage coordinated non-federal research activity
- Bundling increases transformational impacts
and reduces costs of research and development
- Resource-constrained prioritization process based on expected value of
developing application bundles, as well as individual applications
- Applications the program cannot fund at this time are still candidates
for collaborative development with other programs or stakeholders
- High-Priority Application Bundles announced at TRB 2011
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13
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14
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15
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- Comprehensive traffic signal system for complex arterial networks
(passenger vehicles, transit, pedestrians, freight, and emergency
vehicles):
- Intelligent Traffic Signal System (I-SIG)
- Transit Signal Priority (TSP)
- Mobile Accessible Pedestrian Signal System
- Freight Signal Priority (FSP)
- Emergency Vehicle Preemption (PREEMPT)
- Connected Eco Driving (ECO)
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- Integrates data collected through wireless communications and other
sources to improve traffic signal operations
- Overarching system optimization application accommodating transit and
freight signal priority, preemption and pedestrian movements maximize
overall arterial network performance
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- Enables earlier, more accurate and continuous monitoring of transit
vehicles as they approach and progress through the intersection, and
potentially down an entire corridor
- Selects the most appropriate priority strategy based on knowledge of
up-to-the second location and multiple conditionality criteria, such as:
- Schedule/headway adherence
- Passenger loads
- Service type
- Time of day
- Peak direction
- Enables TSP on a network of arterials
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- Allows an “automated pedestrian call” to be sent to the traffic
controller from the smart phone of registered blind users after
confirming the direction and orientation of the roadway that the
pedestrian is intending to cross.
- Integrates information from:
- roadside or intersection sensors
- new forms of data from wirelessly
- connected pedestrian-carried mobile
- devices
- Communicates wirelessly with the traffic signal controller to obtain
real-time SPAT information
- Informs the visually impaired pedestrian as to when to cross and how to
remain aligned with the crosswalk.
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- Freight Signal Priority (FSP) (PFS funded)
- Provides signal priority along an arterial corridor near a freight
facility based upon current and projected freight movements into and out
of the freight facility.
- Reduces delays, increases travel time reliability for freight traffic.
- Enhances safety at intersections around the freight facility.
- Emergency Vehicle Preemption (PREEMPT) (PFS funded)
- Adjusts preemption and signal recovery cycles to account for non-linear
effects of multiple emergency responses through the same traffic
network.
- Replacement of optical, 900 MHz, and other technologies used for signal
preemption with integrated V2V and V2I communication systems.
- Connected Eco Driving (ECO)
- Monitors current vehicle operation versus ideal operation for
road-grade, predicted speed changes or braking, and real-time traffic
changes.
- Provides feedback to the driver to keep the vehicle driving in an
optimal manner (route, speed, upcoming situations to respond to, etc.).
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- Integrated transit operations that provide dynamic scheduling,
dispatching, and routing of transit vehicles, and facilitate passenger
connection protection and dynamic ridesharing:
- Dynamic Transit Operations (T-DISP)
- Connection Protection (T-CONNECT)
- Dynamic Ridesharing (D-RIDE)
- Begin concept development and needs
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- Dynamic scheduling, dispatching and routing of a vehicle by matching
compatible trips
- Traveler provides desired destination & departure time tagged with
their current location through personal mobile device
- Considers various modal options, including demand responsive service,
fixed-route service and private service, such as taxi
- Considers real-time traffic conditions and vehicle capacity
- May replace some late night or mid-day fixed-route service
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- Requires transit inter-modal and inter-agency coordination
- Uses real-time and historical data to examine the arrival status of a
transit vehicle and transmits a “hold” message to another vehicle if the
lateness falls within a pre-determined threshold
- Transfer requests may be initiated by transit riders
- Monitors the situation and provides connection protection status to
travelers
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- Uses dynamic ridesharing technology, personal mobile devices, and voice
activated on-board equipment to match riders and drivers along their
route
- Allows trip-by-trip ridesharing (dynamic as opposed to preset
carpooling).
- Can take into account individual ridesharing preferences and constraints
- May include technology to verify the number of people in a vehicle for
HOV enforcement and toll discounts
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- Freight traveler information system that provides freight-specific route
guidance and optimizes drayage operations so that load movements are
coordinated between freight facilities to reduce empty-load trips:
- Freight Real-Time Traveler Information with Performance Monitoring
(F-ATIS)
- Freight Dynamic Route Guidance (F-DRG)
- Drayage Optimization (DR-OPT)
- Begin concept development and needs
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31
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32
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33
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34
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- Support the development of advanced traveler information systems that
integrate multi-source, multi-modal data, either by ensuring an
environment for development or through additional research, prototyping,
etc.
- Multi-Modal Real-Time Traveler Information (ATIS)
- Real-Time Route Specific Weather Information for Motorized and
Non-Motorized Modes (WX-INFO)
- Smart Park and Ride (S-PARK)
- Universal Map Application (T-MAP)
- Begin vision and concept development for
- transformational traveler information services in 2011
- Identify appropriate Federal role & next steps
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- Leverage market forces to encourage development of accurate real-time
multimodal information.
- Integrates real-time reliability and multimodal environment (e.g., auto,
transit, bicycle, walk)
- Identify multiple platforms for information dissemination: personal
mobile devices, transit stations on vehicle interactive screens,
in-vehicle devices, internet, and 511.
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- Provides real-time, highly localized
- Improves mobility and safety of
- users of motorized and
- non-motorized
- modes of transportation.
- Collects weather-related probe data generated by probe vehicles
- Analyzes and integrates those observations with weather data from
traditional weather information sources
- Develops highly localized weather and pavement conditions for specific
roadways, pathways, and bikeways.
- Current and forecasted information can be available in-vehicle, and via
the internet, variable message signs (VMS), highway advisory road (HAR),
511, and personal communication devices.
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- Monitors the occupancy of parking spaces in real time and provides the
information to travelers via personal mobile devices and on-board
equipment
- Calculates the average travel distance and time to the parking facility
- If the preferred parking facility is at capacity, the system would
suggest an alternative location based on traveler’s direction of travel
- May include a reservation system and be integrated with a payment system
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- Allows participating transportation agencies to place real-time
information on a universal map, such as:
- Street closures and detours
- Traffic flow information
- Transit vehicle locations
- Transit service level information
- Transit amenities
- Addresses issue of proprietary map applications
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- Network flow optimization application that informs motorists of existing
and impending queues and bottlenecks, provides target speeds by location
and lane, and allows capability to form ad hoc platoons of uniform
speed:
- Queue Warning (Q-WARN)
- Dynamic Speed harmonization (SPD-HARM)
- Cooperative Adaptive Cruise Control (CACC)
- Begin concept development and needs identification in 2011
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- Warns motorists of existing or imminent downstream queues or shockwaves
to increase safety by reducing rear-end collisions and preventing
dangerous and late-stage lane-changing.
- Provides early congestion warnings to motorists, improve throughput, and
reduce delays by allowing them to take alternate routes or change lanes.
- May be applicable to freeways,
- arterials, and rural roads.
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- Monitors traffic and weather data captured from multiple sources, and
calculate a target speed for vehicles.
- Target speeds may be advisory or enforced, and may vary by location
(e.g., distance upstream of a recurrent bottleneck), and by lane.
- Provision of target speeds can be initiated
- when detected congestion exceeds a
- pre-defined threshold or when congestion
- Is impending.
- Applicable to freeways and arterials.
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- Informs motorists of location, speed, and acceleration, of leading
vehicles allowing the follower to safely follow the leader at a shorter
gap.
- Motorists can safely and quickly respond to speed changes by the leading
vehicles thereby reducing the risk of rear-end collisions
- Can be implemented as
- vehicle to vehicle,
- infrastructure to vehicle or
- Ad hoc platooning
- Applicable to freeways
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- Advanced vehicle-to-vehicle safety messaging over DSRC to improve safety
of emergency responders and travelers:
- Emergency Communications and Evacuation (EVAC)
- Incident Scene Pre-Arrival Staging Guidance for Emergency Responders
(RESP-STG)
- Incident Scene Work Zone Alerts for Drivers and Workers (INC-ZONE)
- Mayday Relay (MAYDAY)
- Begin concept development and needs identification in 2011
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- Addresses the needs of two different evacuee groups:
- Those using their own transportation
- Dynamic route guidance information,
- Current traffic and road conditions,
- Location of available lodging, and
- Location of fuel, food, water, cash machines and other necessitates
- Those requiring assistance
- Identify and locate people who are more likely to require guidance and
assistance
- Identifies existing service providers and other available resources
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- Situational awareness to public safety responders while enroute to
establish safer incident work zones
- Valuable input to responder and dispatcher decisions and actions
- Range of data to responders through mobile devices to help support
public safety responder vehicle routing, staging and secondary dispatch
decision-making, including:
- Staging plans
- Satellite imagery
- GIS data
- Current weather data
- Real-time modeling outputs
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- Two components
- Alerts and warns drivers of lane closings and unsafe speeds for the
temporary work zones
- Could ultimately be augmented with the provision of merging and speed
guidance to drivers.
- Warns on-scene workers of vehicles with trajectories or speeds that pose
a high risk to their safety
- Workers in the zone (e.g., law enforcement) could then be warned of the
risk via an audible warning that is delivered via earpiece or some
other device
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- When an enabled vehicle is involved in a crash, this application will
automatically send a mayday message.
When a passing enabled vehicle receives the mayday message, it
will deliver it to a roadside hot spot
- This information will then be relayed to the appropriate PSAP based on
the crash location.
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- Purpose: Develop, operate, and maintain an open source portal that will
enable multiple stakeholders to collaborate on application development
- Coordination: Application bundles require concurrent, collaborative
development
- E.g., in the M-ISIG bundle, pedestrian signal phases in the PED-SIG
application must be coordinated with applications providing priority or
pre-emption services
- This coordination extends to both DMA-funded application development
and research conducted at UTCs, other organizations
- Transparency: the Open Source Portal provides the mechanism to ensure
application development is transparent and broadly available
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- High priority mobility applications identified
- Open Source Application Development Portal under development
- Develop and release in open data/open source environment a performance
measurement application to prototype open source application development
effort
- Begin assessing capability of analytical tools to evaluate bundle
applications
- Begin concept development and needs identification for high priority
bundles
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Notes
