|
1
|
- Bob Rupert, FHWA
- Randy Butler, FHWA
- Ron Boenau, FTA
- Mohammed Yousuf, FHWA
- Ben McKeever, FHWA
- Linda Dodge, RITA JPO
- Mobility Workshop 2012
- May 24, 2012
|
|
2
|
|
|
3
|
- Enable ATIS is a transformative concept of the traveler information
community:
- Improve transportation system mobility and safety by better informing
agencies and individuals
- Foster multi-source data integration and delivery, transforming the
user experience
- Advance research with new forms of data about traveler behavior and
response to transportation operations
- Promote development of dynamic and transformative applications for
real-time, multi-modal traveler information
|
|
4
|
- Transform the user experience on the transportation network
- Information will be transmitted through various personal devices to
multiple vehicles to improve travel times, safety, provide route and
trip information, and provide travelers with options
- Transportation networks will experience measurable gains in performance,
including mobility, safety and efficiency
- Balancing system demand across transportation networks and modes, while
providing better informed long range system management strategies will
create significant gains in efficiency
- A suite of capabilities will be enabled through a rich and multisource
data environment that leverages public sector system and operations
data, transportation network operations and user data from privately
operated systems
- Stakeholder Engagement will be crucial to establishing a successful,
sustaining, and expanding data sharing relationship, leveraging
connected vehicle research and initiatives
|
|
5
|
- Facilitate vision and coalition building
- Lead and support for public/private partnering
- Sponsor fundamental research and research initiatives
- Encourage and demonstrate technology innovation and implementation
|
|
6
|
|
|
7
|
|
|
8
|
|
|
9
|
|
|
10
|
- 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-Specific Dynamic Travel Planning and Performance
- Note: combines the two formerly separate DMA program areas of:
- Freight Dynamic Route Guidance (F-DRG)
- Freight Real-Time Traveler Information with Performance Monitoring
(F-ATIS)
- Drayage Optimization (DR-OPT)
|
|
11
|
|
|
12
|
|
|
13
|
- Leverage existing data in the public domain and emerging industry
applications; partner with these industries to ensure inclusion of
specialized freight operations information and performance monitoring
- Integrate container load matching and freight information exchange
systems into an integrated application that could fully optimize drayage
information
- Provide benefits to public and private sectors
|
|
14
|
|
|
15
|
|
|
16
|
|
|
17
|
|
|
18
|
- Integrated transit operations that:
- Facilitate passenger connection protection,
- Provide dynamic scheduling, dispatching, and routing of transit
vehicles, and
- Facilitate dynamic ridesharing
- Identifying phrases:
- Connection Protection (T-CONNECT)
- Dynamic Transit Operations (T-DISP)
- Dynamic Ridesharing (D-RIDE)
|
|
19
|
- Enable public transportation providers and travelers to communicate in
order to improve the probability of successful transit transfers
- Requires transit inter-modal and inter-agency coordination
- Uses real-time and historical data to examine the arrival status of a
transit vehicle and transmit 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
|
|
20
|
- Links available transportation service resources with travelers through
dynamic transit vehicle scheduling, dispatching and routing capabilities
- 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 devices
- 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
|
|
21
|
- Makes use of in-vehicle (drivers) and hand-held devices (riders) to
dynamically identify and accept potential ridesharing opportunities
along the travel route.
- 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
|
|
22
|
- What technologies can help people effortlessly transfer from one mode of
travel (car, bus, train, etc.) to another for the fastest and most
environmentally friendly trip?
- How can technology help make cross-modal travel truly possible?
- How can agencies and companies manage their systems in light of the fact
that people may be changing modes often?
|
|
23
|
|
|
24
|
|
|
25
|
|
|
26
|
|
|
27
|
- Intelligent Network Flow Optimization (INFLO) bundle of applications:
- Dynamic Speed harmonization (SPD-HARM)
- Queue Warning (Q-WARN)
- Cooperative Adaptive Cruise Control (CACC)
|
|
28
|
- Dynamic Speed Harmonization (SPD-HARM) aims to dynamically adjust and
coordinate vehicle speeds in response to congestion, incidents, and road
conditions to maximize throughput and reduce crashes.
- Reducing speed variability among vehicles improves traffic flow and
minimizes or delays flow breakdown formation
- Utilize V2V and V2I communication to coordinate vehicle speeds
- Provide recommendations directly to drivers in-vehicle
- Recommend speeds by lane, by vehicle weight and size, by pavement
traction
|
|
29
|
- Queue warning (Q-WARN) aims to provide drivers timely warnings and
alerts of impending queue backup.
- To reduce shockwaves and prevent collisions and other secondary crashes
- Predict location, duration and length of queue propagation
- Utilize V2V and I2V communication for rapid dissemination and sharing
of vehicle information
- E.g., position, velocity, heading, and acceleration of vehicles in the
vicinity
- Allows drivers to take alternate routes or change lanes
- Applicable to freeways, arterials, and rural roads
|
|
30
|
- Cooperative adaptive cruise control (CACC) aims to dynamically adjust
and coordinate cruise control speeds among platooning vehicles to
improve traffic flow stability and increase throughput.
- Closely linked with SPD-HARM to reduce stop-and-go waves
- Utilizes V2V and/or V2I communication to coordinate vehicle speeds and
implement gap policy
|
|
31
|
- Utilize frequently collected and rapidly disseminated multi-source data
drawn from connected travelers, vehicles, and infrastructure to:
- Improve roadway throughput through speed limit compliance
- Reduce transition zones between two traffic states that move through a
traffic environment
- Improve safety through a reduction in the number of primary crashes
- Reduce emissions and fuel consumption through environmental improvements
to roadways
|
|
32
|
|
|
33
|
|
|
34
|
|
|
35
|
|
|
36
|
- Comprehensive traffic signal system for complex arterial networks:
- Intelligent Traffic Signal System (I-SIG)
- Transit Signal Priority (TSP)
- Mobile Accessible Pedestrian Signal System
- Freight Signal Priority (FSP)
- Emergency Vehicle Preemption (PREEMPT)
- Jointly funded by Cooperative Transportation System Pooled Fund Study
(CTS PFS) and the DMA Program
|
|
37
|
- 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
|
|
38
|
- 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
- Enables TSP on a network of arterials
|
|
39
|
- Allows "Automated pedestrian call” from smart phones for visually
impaired pedestrians
- 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.
|
|
40
|
- PFS funded Activities:
- Freight Signal Priority (FSP)
- 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)
- 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.
|
|
41
|
- Field-test/demonstrate a Multi-Modal Intelligent Traffic Signal System
- Use data via V2I wireless communications to maximize flows in real-time
to improve traffic signal operations
- Utilize Transit Signal Priority, Freight Signal Priority and Emergency
Vehicle Preemption strategies
- Support the accommodation of safe and efficient pedestrian movement of a
more general nature.
|
|
42
|
|
|
43
|
|
|
44
|
|
|
45
|
|
|
46
|
- Advanced vehicle-to-vehicle safety messaging over DSRC to improve safety
of emergency responders and travelers:
- Incident Scene Pre-Arrival Staging Guidance for Emergency Responders
(RESP-STG)
- Incident Scene Work Zone Alerts for Drivers and Workers (INC-ZONE)
- Emergency Communications and Evacuation (EVAC)
- Mayday Relay (MAYDAY)
|
|
47
|
- Situational awareness information to
responders while en route
- Input to responder vehicle routing, staging and secondary dispatch
decisions
- Staging plans
- Satellite imagery
- GIS data
- Current weather data
- Real-time modeling outputs
|
|
48
|
- Comprised of two components:
- Alerts drivers of lane closings and unsafe speeds for temporary work
zones
- Could be augmented with merging and speed guidance to drivers
- Warns on-scene workers of vehicles with trajectories or speeds that pose
a high risk to their safety
|
|
49
|
- Sends a crash notification message a roadside DSRC hot spot, likely
relayed via a properly-equipped passing
vehicle
- This information is then forwarded to the appropriate PSAP based on the
crash location.
|
|
50
|
- 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
- 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
- Identify existing service providers and other available resources
|
|
51
|
- Positively impact travelers, emergency responders, vehicles, and
infrastructure.
- Promotes innovative use of wireless connectivity, center-to-center
communications, and center-to-field communications to solve problems
faced by emergency management agencies, emergency medical services
(EMS), public agencies, and emergency care givers as well as persons
requiring assistance
|
|
52
|
|
|
53
|
|
|
54
|
|
Notes
