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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

The three applications that compose the INFLO bundle will enhance freeway and arterials operations by exchanging data with these respective environments and implementing applications that will improve their operations. These applications are:

• Queue Warning (Q-WARN);

• Speed Harmonization (SPD-HARM); and

• Cooperative Adaptive Cruise Control (CACC)

In selecting these applications, the USDOT sought applications that had the potential to be transformative (i.e., that they significantly alter existing freeway and arterial operations in substantial mobility improvements), that are achievable in the near-term, and that would evolve over time as the deployment of Connected Vehicle progresses.

This vision picture illustrates the deployment vision for the INFLO applications. The three mobility applications in this bundle can act independently, but they can and will interact together to transform the way both freeway and arterial operations occur. The INFLO bundle is viewed as being deployed incrementally with implementation in the near-term (today), mid-term (as more vehicles are equipped with latest technology), and, ultimately, long term (100% vehicle penetration).

These applications can be evolved from their current state by leveraging Connected Vehicle technology to offer significant transformative impacts while minimizing a number of the risks and delays inherent in developing entirely new concepts. This philosophy of identifying applications that can be deployed in the near-term is in keeping with the USDOT’s goals of quickly moving these applications from the research stage to adoption in the field.

Figure from Bob Sheehan’s ATDM presentation

Photo courtesy of VDOT

First Bullet: Comprehensive traffic signal system for complex arterial networks including passenger vehicles, transit, pedestrians, freight, and emergency vehicles

Second bullet:

- CTS PFS is led by VDOT and members include FHWA and over 10 state and local agencies.

- Focuses on prototyping and testing practical infrastructure orientated applications that lead deployment

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.

Second bullet – Criteria includes: Schedule/headway adherence, passenger loads, service type, time of day and peak direction

Image Ref.

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

1)This system allows an “automated pedestrian call” to be sent to the traffic controller from the smart phone of registered blind users, for example, after confirming the direction and orientation of the roadway that the pedestrian is intending to cross.

2)This system integrates information from roadside or intersection sensors, and new forms of data from wirelessly connected pedestrian-carried mobile devices.

1)Conduct foundational analysis and design necessary to prepare for the development and field testing/demonstration of a comprehensive traffic signal system for multiple transportation modes, including general passenger vehicles, transit, emergency vehicles, freight vehicles, and pedestrians

2)Develop new systems that use data via V2V and V2I wireless communications to maximize flows in real-time can significantly improve traffic signal operations

3)For example, utilize Transit Signal Priority to allow transit agencies to manage bus service better by adding the capability to grant buses priority based on a number of different factors.

The Incident Scene Pre-Arrival Staging Guidance for Emergency Responders (and later “pre-arrival for secondary responders) application bundle will provide situational awareness to public safety responders while en route can help establish incident work zones that are safe for responders, travelers and crash victims alike

This system can also be of great value to the decisions made by responders and dispatchers decisions and actions. To achieve this, a range of data will be provided to responders through mobile devices to help support public safety responder vehicle routing, staging and secondary dispatch decision-making.

The Incident Work Zone Alerts for Drivers and Workers application has two components, one that warns drivers that are approaching temporary work zones at unsafe speeds, and or trajectory.

And another that warns law enforcement officials working in the zone through an audible warning system.

And the third application in the R.E.S.C.U.M.E. application bundle is Mayday Relay.

Essentially this system will help to transmit a range of data to roadside hot spot that can help to enhance incident response. Some of the data elements that have been discussed are:

•Those generated though in-vehicle systems that can assist responders. Examples of this type of data include vehicle location, number of passengers, seat belt usage, airbag status, point of impact, risks inherent with the type of vehicle (alternate fuel), air-bag deployment, delta velocity of vehicle involved in crash, likelihood of injury, vehicles final resting position (e.g., overturned), exact vehicle location (immediately adjacent to waterway) and infrastructure damage (e.g., bridge support);

•Relevant medical information and patient history used to expedite lifesaving care;

•Electronic manifest data collected from commercial vehicles that are involved in incident to identify load contents and to identify hazmat risks.

With respect to the Emergency Communications & Evacuation application bundle we are really trying to address the needs of the different groups of people that are being evacuated – those who have their own transportation, and those requiring assistance:

With respect to those using their own transportation, the intent of the application bundle is to provide motorists with a range of data, including

oDynamic route guidance information,

oCurrent traffic and road conditions,

oLocation of available lodging, and

oLocation of fuel, food, water, cash machines and other necessitates

With respect to those requiring assistance, we are really trying to attempt to identify those requiring mobility services, identifying the services to accommodate these travelers, and making the connection between the two.