IntelliDriveSM Dynamic Mobility Applications Template

IntelliDriveSM Dynamic Mobility Applications Template
Talking Operations Webinar June 24, 2010 Kate Hartman, RITA, ITS Joint Program Office Bob Rupert, FHWA, Office of Operations IntelliDrive is a concept that leverages technology to promote connectivity among vehicles, roadway infrastructure, and wireless devices. Connectivity will create a data-rich environment, providing substantial opportunities to make surface transportation safer, smarter, and more environmentally friendly. 1 IntelliDrive is a service mark of the U.S. Department of Transportation

IntelliDriveSM Mobility Program
Agenda IntelliDriveSM Mobility Program Background Dynamic Mobility Applications Template Purpose / Intent Content Next Steps

DMA 5-year Program

Networked Environment
Illustration of the networked environment.

IntelliDriveSM Mobility
Mobility and Environmental Applications Real-time Data Capture and Management Reduce Speed 35 MPH Weather Application Transit Signal Priority Data Environment Next, we will discuss the two mobility program 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. The materials in the next several slides were drawn from the vision documents. We will need feedback from you on the approach, especially where things differ from the norm. Are there too many risks? We are looking for feedback on the different ways for data capture and management, distribution, the open source development approach, and other concepts that are relatively new for a federally funded research program. Transit Data

Creating a Data Environment
well-organized collection of data of specific type and quality captured and stored at regular intervals from one or more sources systematically shared in support of one or more applications Data Capture Data Environment Information Raw Data What is a data environment and how is that any different from what we have done in the past? [Figure]: Data is pulled into the environment - the orange globe. Data users can extract information from it to build or support applications. The data environment can have multi-source data, which may be observed, simulated or interpolated data, and all the elements needed to develop an application. In some cases, the observed data might be flagged as being erroneous. In other cases, high quality observed data might be interpolated to help with the assessment of applications if there isn’t sufficient market penetration of certain technologies. Application

Key Issues in Defining A Data Environment
What Data Do We Keep? How Do We Structure The Data? What Data Do We Capture? How Do We Use The Data? [Figure]: What are the key issues in defining a data environment? It sounds easy until you have to do it. Then it turns out to be harder. There is a lot of data out there. What data do we capture? The easy answer is that we can capture all of it and then figure out what to do with it. But in some cases it is not the best idea to capture every single data element because of communications requirements. The other issue is why are we capturing the data? How do we use the data? One size does not fit all. There isn’t just one data environment that addresses all applications. We might have one data environment that supports tactical movements at an intersection and another that supports national level freight movement. So, data environments can support a specific application or multiple applications, and there can be multiple data environments. The 3rd issue is what data do we keep? We may not be able to keep all of the data because of privacy issues, IP rights issues. We have to make decisions about what data to keep and what data to leave out. Finally, how do we structure the data? What are the rules? Do we need guidelines? And how do we deal with structuring data that have IP rights or privacy issues associated with them?

Data Sources and Uses SOURCES USES SOURCES USES TRAVELER VEHICLE
MOBILITY SAFETY ENVIR. TRANSIT FREIGHT LIGHT VEHICLE LOOP RADAR OTHER VEHICLE INFRASTRUCTURE LOCATION DECISIONS TRAVELER PERFORMANCE MEASUREMENT INFORMATION VARIABLE SPEED LIMITS ECO- DRIVE QUEUE WARNING Next, we will look at the data sources and data uses. If you cut the orange globe into two, on the left are the sources and on the right are the uses. Where do these data come from? The program will capture and integrate data from different sources. Infrastructure sources are well documented. A number of data environments integrate data from infrastructures sources. In addition to looking at the infrastructure as a source, IntelliDrive is also interested in vehicles and travelers as data sources. For vehicles, we are interested in getting data from transit, freight and light vehicles. It is not just the vehicle location and speed that we are interested in, but also other data such as rain sensor status, windshield wiper status, sun sensor status, measured air temperature, exterior light status, etc. For travelers, we are interested in not just looking at the location of the consumer device but also to systematically acquire the context of the travel, what kind of decisions were made and what the outcome of the trips were. It is this kind of data that the research community has been asking for decades and haven’t been able to get it outside of the infrequently collected surveys. What are we going to use this data for? Environmental applications, Mobility applications and some of the softer safety applications that was shown in the previous slide such as queue warnings. The hard safety, such as crash avoidance is not part of our program.

Projected Outcomes Establish one or more data environments Broad collaboration supporting data environment utilization Implementation of data management processes representing best practices Initial Data Capture & Management Portal established [temporary development site] More information about Data Environments Flagged & documented data from POC and NCAR tests posted Proposed terms of use and rules of engagement developed The projected outcome is that in the first phase of the program, we would like to establish one or more data environments so that users can start to utilize the data and collaborate. We need to have the data management processes set up to support multiple users from the beginning.

IntelliDriveSM Mobility
Mobility and Environmental Applications Real-time Data Capture and Management Reduce Speed 35 MPH Weather Application Transit Signal Priority Data Environment Next, we will discuss the two mobility program 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. The materials in the next several slides were drawn from the vision documents. We will need feedback from you on the approach, especially where things differ from the norm. Are there too many risks? We are looking for feedback on the different ways for data capture and management, distribution, the open source development approach, and other concepts that are relatively new for a federally funded research program. Transit Data

Dynamic Mobility Applications
Vision Expedite development, testing, commercialization, and deployment of innovative mobility applications: 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 making by system managers and system users Demonstrate promising applications predicted to significantly improve capability of transportation system to provide safe, reliable, and secure movement of goods and people 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.

Leverage Multi-Source Data
VEHICLES FREIGHT LIGHT VEHICLE Leverage high-quality data integrated from mobile and fixed sources to develop multiple applications (mode-specific and multi-modal) Requires coordination with Real-Time Data Capture and Management program TRANSIT INFRASTRUCTURE TRAVELERS DATA ENVIRONMENT a c We will fully leverage high-quality, integrated, multi-source data to support multiple applications. The Dynamic Mobility Applications program will have to coordinate closely with the Data Capture and Management program to identify promising mobility applications that have similar data needs. [Figure]: The figure illustrates how data from mobile and fixed sources are integrated and managed in a data environment under the Data Capture and Management program. Data and information from this environment can be systematically extracted and used to support the set of identified applications. These may target specific modes (for example automated safety checks for freight vehicles) or may be multi-modal in nature (e.g., a traveler information service integrating tolling, transit and parking availability or cost). Cross-modal applications refer specifically to system management functions coordinating control between modes and jurisdictions. MODE-SPECIFIC APPLICATIONS (e.g., for freight vehicles) CROSS-MODAL APPLICATIONS (e.g., for system managers) b MULTI-MODAL APPLICATIONS (e.g., for travelers)

Multi-Modal Applications Development and Test
Coordinated development of mode-specific and multi-modal applications: avoid duplication cost-effective a b c DATA ENVIRONMENT VEHICLES INFRASTRUCTURE TRAVELERS MANAGERS FLEET OPERATORS APPLICATIONS A coordinated approach is needed to develop mode-specific or multi-modal applications. The open source approach will help us to avoid duplication and is definitely more cost effective. For example, if we have an algorithm that gives us the expected time of arrival of a vehicle at an intersection, it might be valuable for signal optimization, transit signal priority, and eco driving applications. There’s no reason to build that particular application or foundational element twice. Let’s build it once and reuse it multiple times.

Guiding Principles Leverage multi-source data
Develop and test mode-specific and multi-modal applications Feature open source application research and development Encourage competitive application commercialization Prioritize program resources based on expected impact Enhance analytical capabilities related to mobility applications Practice long-term technology stewardship These are some of the guiding principles taken directly from the vision.

Practice long-term technology stewardship
Finally, the program will put in place mechanisms for long term stewardship. For example, if early data environments aren’t fully fledged or have limited amount of data due to low market penetration, only a few applications may be supported. But as the market penetration increases, and with additional data flowing in, the range of applications that are supported by the data environment might increase. We will be looking at the combination of applications that can be supported at each stage as the program evolves from the current state to the end state.

Projected Outcomes Multiple applications developed leveraging multi-source data Research spurs commercialization Applications enable transformational change If the program works the way we have envisioned it to, there should be multiple stakeholders leveraging one or more data environments to build new applications. We will have a clear path to commercialization, free from IP entanglements and patents or at least if there are those entanglements they’re clear to anyone who decides to participate. The eventual deployment of these applications will enable the transformational change that we been talking about as one of the overriding goals of the program.

Stakeholder Participation
Provide feedback on program direction, goals, data environment, mobility applications Respond to upcoming funded requests for research and development of mobility applications Seek to leverage IntelliDrive data and applications resources in other non-federal or non-IntelliDrive federally funded research projects Offer new data sets and applications Actively commercialize mobility applications developed within the IntelliDrive program Stakeholders are invited and encouraged to provide input on the two programs, respond to upcoming funded requests for data collection, and applications research and development, and for commercializing applications developed within the program.

Mobility Applications Template
USDOT DMA Near-term Program Objective: Assess applications that realize the full potential of connected vehicles, travelers and infrastructure to enhance current operational practices and transform future surface transportation systems management Develop applications that transform mobility by providing transportation managers and systems operators with real-time monitoring and management tools to manage mobility between and across modes more effectively, and travelers the ability for dynamic decision making Inviting stakeholders to submit ideas for transformative applications that show the potential to improve system performance and the nature, accuracy, precision and/or speed of dynamic decision making by both system managers and system users

Purpose Provide a consistent method for gathering & assembling potential ideas, uses & applications of IntelliDriveSM primarily for mobility purposes Other programs are actively pursuing applications primarily focused on the safety applications of IntelliDriveSM. Seeking innovative or transformative ideas that use IntelliDriveSM to help transportation systems perform better or allow operators or travelers make better decisions.

Not necessarily starting with a clean slate, but with a fresh look VII Use Cases & Applications Earlier Vehicle Infrastructure Integration efforts for the Proof-of-Concept testing included development of use cases “Day-One” (i.e., near-term, low penetration of devices) applications identified

VII’s wide array of “Day 1” applications
Mobility Applications Template VII’s wide array of “Day 1” applications Traveler Information Travel times, incident alerts, road closures, work zones In Vehicle Signage Local signage (school zones, stop signs) Highway next-exit services Navigation Off-board navigation Reroute information Traffic Management Ramp metering Signal timing optimization Corridor management planning assistance Corridor management load balancing Weather Information Surface conditions, surface treatment status, visibility, etc. Improved weather observing Safety Traffic signal violation warning Stop-sign violation warning Emergency electronic brake light Curve speed warning Electronic Payment Parking Toll roads Note: Transit, Trucking, and Planning were to be added Also Pothole Detection

What it’s not – The Template is not: Not a request for proposals Not a solicitation for projects Not a “Challenge” opportunity No funding or other support offered

What it is An opportunity to help shape the IntelliDriveSM Dynamic Mobility Applications Program A way to share your thoughts & ideas of innovative uses of IntelliDriveSM to improve mobility Systems performance, better decision-making, etc. A request from U.S. DOT for stakeholder help from all sources – public, private, academic … for all modes – highway, transit, freight, non-motorized… Not doing what we do today better, but doing things differently because of the availability of IntelliDriveSM

Contributor Enter your name or the name of the representative organization, an address, and a phone number so that we may contact you. Name of candidate application Specify the name of the suggested application of interest. Purpose of the application Concisely state the problem addressed by the application. Name of candidate application – Example Dynamic freeway speed harmonization Purpose of the application - Example Improve throughput and reduce risk of collision by optimizing for lane specific speed limits on a freeway facility that maximizes vehicle throughput at key bottlenecks and minimizes spatial and temporal variations in speed within and upstream of the bottleneck.

[Check all that apply] 1. Individual (traveler) benefits  increased accessibility  reduced cost of travel  reduced delay / travel time  reduced environmental impacts  increased safety  increased security  increased travel reliability  Other____________ 2. System efficiency  reduced agency costs  reduced environmental impacts  increased goods throughput  increased person throughput  increased ridership/vehicle occupancy  increased safety  increased security  increased system reliability  Other____________ Example: Reduced Delay Reduced Environmental Impacts Increased Safety Increased Person Throughput

3. Mode  roadway  transit  freight  parking  non-motorized (pedestrians, bicycles) Seeking ideas for applications from all modes, multiple modes & cross-modal

Application description Provide a brief description of the suggested application of interest. Please discuss how the application is transformative, and how IntelliDriveSM will enable this transformation. Who will use the application and who will be impacted by the application? This does not have to be exhaustive but should provide a concise description of what the application is intended to do. What makes the application innovative or transformative? How would it use IntelliDriveSM? Who is the audience for the application?

Potential benefits and impacts Please summarize the near-term (e.g., due to limited market penetration of IntelliDrive-enabled vehicles) and long-term impacts of the suggested application. Assessment can be conceptual or verified in a simulation environment or a test environment. When can we realistically deploy the application and see an impact? This is not intended to be an empirical exercise but to allow the submitter to provide thoughts about the potential benefits of the applications, and how the benefits may change over time as a larger installed base of IntelliDriveSM devices emerges. Near-term impacts - Example - In the near term, target speeds will be estimated using a “reactive” algorithm. Congestion will be detected rather than predicted using speed data captured from existing sources. Lane-specific target speeds will be estimated every minute. In the near-term, target speeds will be posted on overhead signs every minute if a speed differential of more than 5 mph is estimated between the old and new target speeds. Even in the near term, motorists will be warned of potential bottlenecks and will be able to slow down or change lanes to avoid congestion and reduce the risk of collisions. The dynamic speed harmonization application will result in smoother traffic flow, increased throughput and reduced collisions. Long-term impacts - Example - In the longer term, once there is sufficient market penetration of IntelliDrive-enabled vehicles, the proposed system will predict impending congestion, using the rich data environment. Target speeds will be estimated by lane and posted on overhead signs where gantries are deployed. In addition, the target speeds will also be transmitted from RSEs to vehicles within range, and from vehicle to vehicle. This will not only inform motorists of impending congestion but also of potential backward queue propagation. - Potential enhancements of dynamic speed harmonization enabled by IntelliDrive data include: target speed calculation considering vehicle weight and traction conditions, target lane identification considering vehicle size and performance, synergies with automated cruise control technologies for increased precision of target speed compliance, and dynamic discounting of congestion pricing charges for target speed compliant vehicles.

High-level application needs - Data needs Please specify the type, frequency, latency, quantity, and market-penetration of data needed from connected travelers, vehicles and infrastructure-based sensors. What data does the application require in order to operate effectively? Do the data need to have specific characteristics such as how frequently is it collected, how much coverage is needed, etc.? The intent is to describe at a high-level the data required by the application. Lane-specific speeds every minute for the facility where dynamic speed harmonization is implemented Accurate vehicle positioning and roadway geometry data to precisely capture the location of the vehicle by lane Roadway traction and glare data Vehicle weight and performance data

High-level application needs - Communication needs Please specify the critical communication needs if known. Are low latency wireless communications required to see the full impacts of the application? Can benefits from the application be realized with lower speed and higher latency communications? Communications here may be among any combination of connected travelers, vehicles, and infrastructure. Does the application require a minimum level of telecommunications capability, including bandwidth, continuous connectivity, security, etc.? As noted in the instructions, this section is completed “if known.” In the near term, the proposed dynamic speed harmonization application will make use of existing communications network to allow communications between the Traffic Management Centers (TMC) to each field device. In the long term, low-latency wireless communication will be required to communicate target speeds to vehicles. Vehicles themselves may potentially be used to further propagate target speeds to other vehicles.

High-level application needs - Infrastructure needs Please specify the critical infrastructure components for the application. High-level application needs - Other needs Does the application have other requirements such as roadside hardware / cabinets / structures / etc.? Or any other needs (particular computing platform, user requirements or equipment, …)?

Is the suggested application of interest a modification or enhancement of existing/ongoing research that you have conducted? Please specify here if the application will leverage existing or ongoing research and development efforts that you are currently involved in.  Yes If yes, specify: Project title ___________________________________ Sponsoring organization _________________________  No The intent of this question is to help provide historical context for the suggested application, if there is any.

Next Steps Targeted outreach: Mode-specific, private sector,… Gather ideas / applications Requested by July 31; to Examine applications for commonalities Use same or similar data environments Provide / publish entire list to community Engage stakeholders to prioritize Identify where to invest Federal resources / funds

Mobility Applications – Prioritization Criteria
Guiding Principles The proposed application is transformative. The proposed application will make use of IntelliDriveSM-related data. The proposed application has significant stakeholder interest. The potential near-term as well as long term (greater than five years) benefits are high. The proposed application will be made open source. The proposed application is cross-modal (i.e., it will integrate information from two or more modes for system operations and management).

Dynamic Mobility Applications
For more information: Kate Hartman, RITA, Bob Rupert, FHWA, Steve Mortensen, FTA, Randy Butler, FHWA,

http://www.intellidrive.org/ For More Information…
Finally, partners can learn more about the USDOT’s IntelliDrive programs and activities through the IntelliDrive website at 36

IntelliDriveSM Dynamic Mobility Applications Template

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