The Real World of Connected Vehicles

Editor's Notes

• #2: We have all seen the add vehicles can now react to the envirnoment
• #3: When we speak of connected vehicles what do we mean
• #6: Other apps in development include: Eco-Traffic Signal Priority: Gives signal priority to transit vehicles approaching a signalized intersection, considering the vehicle's location, speed, type, schedule, and number of passengers--to produce the fewest emissions at signalized intersections. Eco-Traffic Signal Timing: Traffic signals collect data such as vehicle type, location, speed and emissions from vehicles to optimize traffic signal timing.
• #7: The U.S. Department of Transportation's (DOT) National Highway Traffic Safety Administration (NHTSA) announced that it will begin taking steps to enable vehicle-to-vehicle (V2V) communication technology for light vehicles. This technology would improve safety by allowing vehicles to "talk" to each other and ultimately avoid many crashes altogether by exchanging basic safety data, such as speed and position, ten times per second. DOT research indicates that safety applications using V2V technology can address a large majority of crashes involving two or more motor vehicles. With safety data such as speed and location flowing from nearby vehicles, vehicles can identify risks and provide drivers with warnings to avoid other vehicles in common crash types such as rear-end, lane change, and intersection crashes. These safety applications have been demonstrated with everyday drivers under both real-world and controlled test conditions. The safety applications currently being developed provide warnings to drivers so that they can prevent imminent collisions, but do not automatically operate any vehicle systems, such as braking or steering. NHTSA is also considering future actions on active safety technologies that rely on on-board sensors. Those technologies are eventually expected to blend with the V2V technology. NHTSA issued an Interim Statement of Policy in 2013 explaining its approach to these various streams of innovation. In addition to enhancing safety, these future applications and technologies could help drivers to conserve fuel and save time. V2V technology does not involve exchanging or recording personal information or tracking vehicle movements. The information sent between vehicles does not identify those vehicles, but merely contains basic safety data. In fact, the system as contemplated contains several layers of security and privacy protection to ensure that vehicles can rely on messages sent from other vehicles and that a vehicle or group of vehicles would be identifiable through defined procedures only if there is a need to fix a safety problem.
• #9: In September of 2015 the secretary announced the recipients of the CV Pilots The goals of the program: Blue goals- early goals- to spur CV tech deployment not just through wirelessly connected vehicles but also through other elements that are major players in this connected environment, i.e., mobile devices, infrastructure, TMC, etc. Data can be integrated from these multiple sources to help make key decisions. Green goals shows the benefits-the reasoning behind why we are kick starting this program- to target improving safety and mobility and environmental impacts and commit to measuring those benefits. Measurement of the impacts and benefits are not just through an isolated test bed or a computer-based simulation testbed. This is a real world deployment. Differentiating and finding these benefits and identifying what can be attributed to these CV applications and technologies is an important component of the activity. Red goals show the resolution of issues of various deployments. People often first jump to technical areas and focus on getting applications to work together- but that is only 1/3 of the issues. Institutional arrangements must be put in place to get the technology installed as well as to manage and govern the sharing of information. Also, financial arrangements must be made that may integrate the technologies into a financially sustainable model that can live on after the funding from the initial pilots. ICF/Wyoming Reduce the number and severity of adverse weather-related incidents in the I-80 Corridor in order to improve safety and reduce incident-related delays. Focused on the needs of commercial vehicle operators in the State of Wyoming. NYC Improve safety and mobility of travelers in New York City through connected vehicle technologies. Vehicle to vehicle (V2V) technology installed in up to 10,000 vehicles in Midtown Manhattan, and vehicle to infrastructure (V2I) technology installed along high-accident rate arterials in Manhattan and Central Brooklyn. Tampa (THEA) Alleviate congestion and improve safety during morning commuting hours. Deploy a variety of connected vehicle technologies on and in the vicinity of reversible express lanes and three major arterials in downtown Tampa to solve the transportation challenges.
• #11: This figure illustrates the vision for the ICF/Wyoming CV Pilot and shows how information will flow between vehicles and infrastructure as well as how the data will enhance existing WYDOT TMC operations. The intent is to integrate connected vehicle data with the WYDOT TMC systems (e.g., Vehicle Data translator (VDT), Road Closure Reports) and to disseminate information to motorist via 511 phone and website, media advisories, and integration with Waze, and via the Commercial Vehicle Portal (CVOP) where a subset of subscribers will transmit messages to their fleet using in-vehicle technology. As mentioned before, the will be a combination of vehicles types: WYDOT snow plows, maintenance fleet vehicles, emergency vehicles, and private trucks/commercial vehicles. A number will be equipped with CV technology and a subset of others will use existing in-vehicle systems to receive weather and travel-related information.
• #12: The primary objective for the ICF/Wyoming CV Pilot deployment is to reduce the number of weather related incidents (including secondary incidents) in the corridor in order to improve safety and reduce incident-related delays. This deployment will utilize connected vehicle technology to improve and monitor performance on Interstate 80 (I-80), which is a freight-intensive corridor with a daily volume of 11,000 to 16,000 vehicles, many of which are heavy-duty trucks (30% to 55%). The ICF/Wyoming CV Pilot will focus on the needs of the commercial vehicle drivers traveling on the Wyoming I-80 corridor. Using Vehicle to Vehicle (V2V) and Vehicle to Infrastructure (V2I) technology, and existing technologies deployed and operated by Wyoming DOT and freight carriers, information such as road weather advisories, roadside alerts, truck parking information, and will be transmitted and shared with a combination of vehicles. The set of vehicles includes WYDOT snow ploys, maintenance fleet vehicles, emergency vehicles, and private trucks/commercial vehicles. In addition to equipping vehicles with connected vehicle technology, DSRC-based technology will be deployed along the I-80 corridor. The kickoff for the CV Pilots was conducted in Washington, DC September 30-October 1. The ICF/Wyoming team is currently working on the concept of operations and gathering stakeholder needs.
• #13: New York City’s Connected Vehicle Pilot’s Vision is to move towards zero traffic deaths and injuries on NYC streets. Whether this be through buses, taxis, trucks, City owned vehicles or pedestrian’s smartphones, connected vehicle applications will be used to notify traveling vehicles and pedestrians of a possible collision. As a byproduct of safer roads, delay costs will decrease due to lower congestion levels on the streets. In order to fulfill their vision, New York City is planning on a strategic implementation of CV technologies at 3 high benefit locations. The first location is a 600 by 250 foot grid of residential and commercial mix area in Midtown Manhattan with high accident rates (20 fatalities and 5007 injuries over the past 2 years). By installing Roadside equipment (RSE) and upgrading traffic signal controllers at 204 intersections along 1st, 2nd, 5th, and 6th Avenues in Manhattan, red light violation warning, speed harmonization, pedestrian in signalized crosswalk, and other connected vehicle applications will together potentially improve the safety of pedestrians and drivers. The second targeted location is FDR Drive in Manhattan. In the year 2014 alone, the city incurred about $8.3 Million in delay cost due to vehicle over-height incidents (24% of total city wide delay costs). By implementing RSEs and Commercial Vehicle Warning Devices, trucks and buses can be notified that they are too high for a bridge or signage before striking the obstruction, leading to lower repair costs, lower delay, and safer streets. Moreover, the exit ramps at FDR Drive have extremely short radius of curvature. RSEs installed at exit ramps together with Curve Speed Warning application can provide an alert to vehicles if they exceed the safe exit speed based on the roadway geometry, vehicle type, and roadway conditions, thereby reducing vehicle overturns. The third location will target Flatbush Avenue in Central Brooklyn. This 35 intersection stretch of roadway will incorporate pedestrian safety, red light violation warning, work zone safety, and congestion mitigation applications to improve pedestrian and vehicle safety, and flow of traffic to and from the Manhattan Bridge. Through the targeted implementation of connected vehicle applications, NYC hopes to greatly reduce number of fatalities and injuries on the roadway.
• #15: This picture highlights the components of THEA’s application deployment vision. On-board equipment (OBEs) will be installed in passenger cars and transit vehicles (buses and trolley cars) to communicate with each other and with Roadside Unites (RSUs). Pedestrians will be equipped with mobile devices that communicate with vehicles and RSUs. Infrastructure elements include RSUs, advanced signal controllers, pedestrian detectors, and enhanced facilities at the Traffic Management Center (TMC). Data will be collected and forwarded in the form of real-time performance measures, data for independent evaluation, and data for sharing with other researchers. At least one data exchange will use Dedicated Short Range Communications (DSRC), and all data exchanges will be wireless. At least one application will use the Security Credential Management System (SCMS) to protect the security and integrity of transmitted messages.
• #16: Much of this slide has been mentioned on the notes for the previous slide. Focus here on the sub-bullet naming the issues that will be addressed: Morning peak hour queues, wrong-way entries, pedestrian safety, bus rapid transit (BRT) signal priority optimization, trip time and safety, streetcar trolley conflicts, and enhanced signal coordination and traffic progression.
• #17: We provide a wealth of information about our program on the ITS JPO website. You can also sign up to receive updates through our e-mail newsletter, Facebook page and Twitter. We hold numerous free webinars, trainings and public meetings throughout the year, which are advertised through our website and communication media. We have had active participation from Transport Canada in many of those forums and and welcome your continued participation in our activities.