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- February 18, 2015
- Linda Dodge, Chief of Staff
- Intelligent Transportation Systems Joint Program Office
- DMA Webinar Series
- R.E.S.C.U.M.E. Bundle
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- DMA Program Overview
- Prototype Design and Demonstration
- R.E.S.C.U.M.E. Bundle Overview
- Prototype Description and Current Project Status
- Impact Assessment
- Current Project Status of Impact Assessment
- Testing Results and Impacts/Benefits from IA
- Stakeholder Q&A
- We can only answer the questions related to the DMA program.
- We cannot answer any questions related to the CV Pilots.
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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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- Challenge 1 (Technical Soundness)
Are the DMA bundles technically sound and deployment-ready?
- Create a “trail” of systems engineering documents (e.g., ConOps, SyRs)
- Share code from open source bundle prototype development
(OSADP website: http://www.itsforge.net/)
- Demonstrate bundle prototypes (in isolation)
- Field test integrated deployment concepts from across CV programs
- Challenge 2 (Transformative Impact)
Are DMA bundle-related benefits big enough to warrant deployment?
- Engage stakeholders to set transformative impact measures and goals
- Assess whether prototype show impact when demonstrated
- Estimate benefits associated with broader deployment
- Utilize analytic testbeds to identify synergistic bundle combinations
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- R.E.S.C.U.M.E.
Bundle Overview
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- Objectives
- Transform the response, emergency staging and communications, uniform
management, and evacuation (R.E.S.C.U.M.E.) process associated with
incidents.
- Leverage 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.
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- Design and develop prototype R.E.S.C.U.M.E. Applications
- Conduct a small-scale demonstration of the prototypes
- Collect data to support
- Assessment of the impacts of the prototype
- Regional deployment of the two applications
- Project Team
- Battelle
- University of Maryland – Center for Advanced Transportation Technology
(CATT) / Capital Wireless Integrated Network (CapWIN)
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- Situational awareness info to responders while en route
- Enabled through enhancements in existing public safety communications
systems
- Input to responder vehicle routing, staging and secondary dispatch decisions
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- In-vehicle messaging system, provides motorists with:
- Merging and speed guidance as they approach an incident scene
- Warnings if they approach the incident scene at an unsafe speed or trajectory
- Provides a warning for on-scene workers.
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- System prototype developed and demonstrated
- June 17, 2014 in Columbus, OH
- November 13, 2014 at Maryland Police and Correctional Training
Commission’s Driver Training Facility
- February 2015 Small-scale demonstration for RESP-STG
- Potential inclusion in Connected Vehicle Regional Pilots (2015)
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- Other organizations
- Transportation Research Board - Standing Committee on Traffic Law
Enforcement (ANB40)
- Transportation Safety Advancement Group (TSAG)
- International Association of Chiefs of Police (IACP)
- Intelligent Transportation Society of America (ITSA)
- National Sherriff's Association (NSA)
- Local public safety agencies
- Erie County New York Sheriff’s Office
- State and local agencies
- Maryland State Highway Administration
(MDSHA)
- Maryland State Police (MSP)
- University of Maryland – Center for Advanced Transportation Technology
(CATT) / Capital Wireless Integrated Network CapWIN
- Maryland Emergency Management Agency (MEMA)
- Sykesville – Freedom District Fire Department
- Federal Agencies
- ITS Joint Program Office (ITS-JPO)
- Federal Highway Administration (FHWA)
- National Highway Traffic Safety Administration (NHTSA)
- Federal Motor Carrier Safety Administration (FMCSA)
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- 12 scenarios showing functionality of RESP-STG and INC-ZONE
applications, viewed from three different perspectives
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- CapWIN represents one platform in which to integrate RESP-STG application
- Current Functionality Includes:
- AVL Broadcasting and Receipt from CapWIN Mobile Client
- User-Controlled “On Scene” Broadcasting Option for First Responders at
the Incident Scene and En Route to Scene
- New Mapping Engine and Mapping Data
- New Freeway Incident Traffic Management Plan (FITM) Layer
- Enhanced User Control of GIS Layers
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- Developed the connected vehicle applications, which reside on separate
vehicles (responder and oncoming).
- Implemented Dedicated Short-Range Communications (DSRC) Messaging
between responder and oncoming vehicles to support threat and imminent
crash warnings
- Implemented lane level mapping and Global Positioning System (GPS)
positioning accuracy system.
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- Developed and integrated DSRC, Cellular, and Bluetooth communications in
both oncoming vehicle and responder vehicle systems.
- Range of integration activities:
- Applications onto existing responder portable laptop and existing
consumer smart phones
- Responder alerts and warnings in existing systems
- RESP-STG and INC-ZONE applications for compatibility and coordination
- Use of existing public safety communications equipment
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- Applications being prepared for posting on the Open Source Application
Development Portal (OSADP) :
- Incident Scene Work Zone Alerts for Drivers and Workers (INC-ZONE)
- Responder Vehicle Application
- Oncoming Vehicle Application
- Data being prepared for posting on the Research Data Exchange (RDE)
- Maryland Demonstration Message Exchange
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- Further refinements are suggested to more fully capture benefits.
- Address human factors components if delivering information, alerts, and warnings.
- Investigate timing and nature of alerts and warnings during highway
incidents.
- Current prototype development efforts do not restrict development of
future enhancements for additional safety benefits.
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- R.E.S.C.U.M.E.
Impact Assessment
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- R.E.S.C.U.M.E. Impact Assessment Team:
- Assessment of INC-ZONE and RESP-STG: Booz Allen Hamilton
- Assessment of EVAC: Booz Allen/AECOM/Prof. Brian Wolshon (LSU)
- Overall R.E.S.C.U.M.E. IA Team Lead: Gustave Cordahi (Booz Allen
Hamilton)
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- US-101 freeway in San Mateo, California.
- 5-hour PM peak simulation (2:30PM to 7:30PM) with NB congestion.
- VISSIM 7.00 Model used
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- Indirect Performance Measures:
- These measures are computed from direct simulation results using
post-processing:
- Surrogate safety measures derived from trajectory analysis.
- Lane-changes in the vicinity of the incident-zone.
- Speed-differential in the vicinity of the incident zone.
- Improvement of response vehicle travel-time.
- Direct Performance Measures:
- These measures are collected directly from the simulation:
- Network mobility measures such as latent demand served etc.
- Average Vehicle Delay
- Average Number of Stops
- Average Travel-Speed of Vehicles
- Throughput of Incident Zones
- Average Fuel Consumption
- Average Emissions
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- Assessment of EVAC
- Emergency Communications for Evacuation in Greater New Orleans
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- The overall objective is to estimate the potential impacts of Emergency Communications
and Evacuation (EVAC) strategies on evacuees’ mobility and evacuation
clearance time
- The hurricane Katrina evacuation model of the Greater New Orleans area
is used as a baseline for the assessment of EVAC
- Transformative targets
- EVAC is expected to expedite the evacuation process, improve the
mobility of transit-based evacuees, and reduce congestion and fuel consumption
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- Key Hypotheses
- A percentage of evacuees will follow the EVAC recommendations and
adjust their behavior accordingly;
- EVAC will enable evacuees to reach destinations faster;
- EVAC will reduce the overall congestion level and delay;
- EVAC will enable evacuees to find hotel accommodations faster;
- EVAC will reduce the number of stops for re-fueling vehicles
- Performance Measures
- Network congestion measures: total travel time; congestion duration;
total delay
- Strategy effectiveness measures: average travel time to lodging; number
of fueling failures; average wait time for buses
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- Testbed specifications
- The hurricane Katrina evacuation model of the Greater New Orleans area
was originally developed by LSU
- About 400,000 evacuees over a 48 hour period
- 96% auto-based and 4% assisted transit evacuations
- Evacuation destinations, departure times and mode shares are derived
from observed data collected during the Katrina evacuation
- Modeling Tool: TRANSIMS
- An open-source dynamic transportation modeling tool developed and
maintained by AECOM for FHWA
- Dynamic routing of individual travelers and 48 hour regional
simulations
- Randomly select travelers to receive and act on EVAC information
- Vehicle trajectories, traveler plans, disaggregate travel times and
flow rates
- Outputs can be visualized in geospatial packages such as ArcGIS
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- Seven scenarios will be tested to quantify the effects of individual
strategies and the synergetic effects of combining strategies.
- Scenario 1 ~ Baseline Scenario (i.e. the Katrina scenario without EVAC)
- Scenario 2 ~ EVAC route information and guidance under no-incident
conditions
- Scenario 3 ~ Incidents and road closures are added to Scenario 2
- Scenario 4 ~ EVAC assistance in locating lodging and shelter options
- Scenario 5 ~ EVAC assistance in locating fuel, food, water, cash
machines and other necessities (current phase only considers fueling
locations)
- Scenario 6 ~ EVAC communications about pickup time and location options
for special needs evacuees (i.e., transit services)
- Scenario 7 ~ A combination of route information and guidance, location
of available lodging and shelter; location of fuel; and transit pickup time
and location options
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