Concept Development and Needs Identification for Intelligent Network Flow Optimization (INFLO)

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Concept Development and Needs Identification for Intelligent Network Flow Optimization (INFLO). Operational Concept Stakeholder Workshop. February 8, 2012. Agenda. 8:30 a.m. – 9:00 a.m.Welcome and Introductions 9:00 a.m. – 9:15 a.m.Goals and Objectives of the Study - PowerPoint PPT Presentation

Text of Concept Development and Needs Identification for Intelligent Network Flow Optimization (INFLO)

IntellidriveSM Dynamic Mobility Applications: Open Source Application Development Portal

Concept Development and Needs Identification for Intelligent Network Flow Optimization (INFLO)Operational Concept Stakeholder Workshop

February 8, 2012#1Agenda8:30 a.m. 9:00 a.m.Welcome and Introductions9:00 a.m. 9:15 a.m.Goals and Objectives of the Study9:15 a.m. 9:45 a.m.Summary of Findings from Research Analysis/Scan of Current Practice9:45 a.m. 10:00 a.m.Stakeholder Contribution Expectations10:00 a.m. 10:15 a.m.BREAK10:15 a.m. 12:00 noonOpen Group Discussion on Goals, Performance Measures, Transformative Performance Targets12:00 p.m. 1:30 p.m.LUNCH2Agenda (cont.)1:30 p.m. 1:45 p.m.Applications Overview and Breakout Group Discussion Format1:30 p.m. 3:00 p.m.Concurrent Breakouts((Discuss Application Scenarios for SPD-HARM, Q-WARN and CACC)3:00 p.m. 3:15 p.m.BREAK3:15 p.m. 4:15 p.m.Concurrent Breakouts (Discuss User Needs for SPD-HARM, Q-WARN and CACC)4:15 p.m. 4:45 p.m.Full Group Debriefs of each Application Breakout4:45 p.m. 5:00 p.m.Recap of Meeting, Next Steps and Conclusion

3IntroductionsNameOrganizationArea of ExpertiseMeeting ExpectationsWebinar

44Meeting OutcomeTo solicit input on goals, performance measures, transformative performance targets, scenarios and user needs for the INFLO bundleDocument this input for incorporation into the Draft ConOps Document

55DMA Program Background66ITS Research: Multimodal and Connected7Wireless Devices

Vehiclesand Fleets

Drivers/Operators

InfrastructureRail

Research of technologies and applications that use wireless communications to provide connectivity:Among vehicles of all typesBetween vehicles and roadway infrastructureAmong vehicles, infrastructure and wireless consumer devices

FCC Allocated 5.9 GHz Spectrum (DSRC) for Transportation SafetyTo Improve Safety, Mobility, and Environment7USDOT Mobility Program8

Data EnvironmentReal-time Data Capture and ManagementDynamic Mobility ApplicationsTransit Data

Truck Data

Reduce Speed 35 MPHWeather Application

Transit Signal Priority

Fleet Management/ Dynamic Route Guidance

Safety Alert and AdvisoriesData from mobile devicesReal-Time Signal Phase and Timing OptimizationThis slide is a graphic presentation of the U.S. DOT Mobility Program.It comprises of the Real-time Data Capture & Management and Dynamic Mobility Applications.

You would agree with me that It would be less effective having a well structured DCM program that cannot be used for application development or a DMA program that is not supported by high quality data. Data from multiple sources and types would be captured, cleaned, integrated into a data environment and used many times.

These data would comprise of: Observed data (Real-time and Archived), Interpolated data & Other elements needed for applications developments.

For example, location, transit, weather, vehicle status and infrastructure data from the DCM are then used by multiple applications such as real-time weather advisory information or warning systems in the Mobility & Environmental Apps.

This system would:Expedite system development, testing and commercializationMaximize system productivityEnhance roadway safety & capacity (Stats: 40k highway death / year, 6 million crashes, & 4.2 Billion hours of travel delay = $78 m/yr)

A real-time navigation system would reduce fuel consumption by 10.5% over non real-time system {Stats show: 2.9 Billion gallons of wasted fuel = 22% of emission from vehicles). 8Dynamic Mobility Applications Program9VisionExpedite development, testing,commercialization, and deploymentof innovative mobility applicationmaximize system productivityenhance mobility of individuals within the systemObjectivesCreate applications using frequently collected and rapidly disseminated multi-source data from connected travelers, vehicles (automobiles, transit, freight) and infrastructureDevelop and assess applications showing potential to improve nature, accuracy, precision and/or speed of dynamic decisionDemonstrate promising applications predicted to significantly improve capability of transportation systemDetermine required infrastructure for transformative applications implementation, along with associated costs and benefitsProject PartnersStrong internal and external participationITS JPO, FTA, FHWA R&D, FHWA Office of Operations, FMCSA, NHTSA, FHWA Office of Safety

Transformative Mobility Applications(May have more impact when BUNDLED together)9Transformative Application Bundles: Prioritization Approach 10USDOT solicited ideas for transformative applicationsOctober 2010 - More than 90 submittals receivedRefine concepts to a manageable set of consolidated concepts (30)Consolidated concepts used in variety of exercises at Mobility Workshop, 11/30-12/1/10 and with other stakeholder groups10DMA Program Summary

ARTERIALDATAENVIRONMENTS

FREEWAYDATAENVIRONMENTS

REGIONAL(INFO) DATAENVIRONMENTS

CORRIDOR(CONTROL)DATAENVIRONMENTSISIGECOTSPPEDSIGFSPPREEMPTPERFMEASICMWX-MDSSVMTETCPERFMEASLEGENDDMA PROGRAM FUNDEDDMA SUPPORTED (NOT FUNDED),OPEN TO OTHER PROGRAMSAND RESEARCHERSATISSPARKWXINFOTMAPPERFMEASENABLE ATISFDRGFATISDR-OPT[EV]DRGPERFMEASSPDHARMCACCQWARNRAMPPERFMEASTCONNECTTDISPDRIDEEFPPERFMEASINCZONERESPSTGEVACPERFMEASMAYDAYR.E.S.C.U.M.E**JOINTLY FUNDED BY DMA AND PUBLIC SAFETY PROGRAMS93 ideas 30 applications 7 bundlesM-ISIGINFLOEnable ATISFRATISIDTO

ICMR.E.S.C.U.M.E11Agenda8:30 a.m. 9:00 a.m.Welcome and Introductions9:00 a.m. 9:15 a.m.Goals and Objectives of the Study9:15 a.m. 9:45 a.m.Summary of Findings from Research Analysis/Scan of Current Practice9:45 a.m. 10:00 a.m.Stakeholder Contribution Expectations10:00 a.m. 10:15 a.m.BREAK10:15 a.m. 12:00 noonOpen Group Discussion on Goals, Performance Measures, Transformative Performance Targets12:00 p.m. 1:30 p.m.LUNCH12The INFLO BundleIntelligent Network Flow Optimization (INFLO) bundle of applications:Dynamic Speed Harmonization (SPD-HARM)Queue Warning (Q-WARN)Cooperative Adaptive Cruise Control (CACC)13The 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.13Goals of INFLOUtilize frequently collected and rapidly disseminated multi-source data drawn from connected travelers, vehicles, and infrastructure to:Improve roadway throughput Reduce delayImprove safetyReduce emissions and fuel consumption1414INFLO Deployment Vision15

This slide 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 USDOTs goals of quickly moving these applications from the research stage to adoption in the field.15Goals and Objectives of the INFLO Study16Facilitate concept development and needs refinement for INFLO applicationsAssess relevant prior and ongoing research Develop functional requirements and corresponding performance requirementsDevelop high-level data and communication needsAssess readiness for development and testing

16Project Tasks and Stakeholder Involvement17

In-Person WorkshopOral, Written FeedbackHighlighted animation indicates touch points where stakeholder involvement will occur.17Agenda8:30 a.m. 9:00 a.m.Welcome and Introductions9:00 a.m. 9:15 a.m.Goals and Objectives of the Study9:15 a.m. 9:45 a.m.Summary of Findings from Research Analysis/Scan of Current Practice9:45 a.m. 10:00 a.m.Stakeholder Contribution Expectations: Transformative Goals, Performance Measures, User Needs10:00 a.m. 10:15 a.m.Applications Overview and Breakout Group Discussion Format10:15 a.m. 10:30 a.m.BREAK10:30 a.m. 11:30 p.m.Q-WARN Concurrent Breakouts11:30 p.m. 12:00 p.m.Full Group Debrief of Q-WARN Discussions12:00 p.m. 1:30 p.m.LUNCH18SPD-HARM: Concept OverviewDynamic 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.19

Reducing speed variability among vehicles improves traffic flow and minimizes or delays flow breakdown formationUtilize V2V and V2I communication to coordinate vehicle speedsProvide recommendations directly to drivers in-vehicleRecommend speeds by lane, by vehicle weight and size, by pavement traction19SPD-HARM Illustrative20Vehicles slowing down at recurrent bottleneck broadcast speed, location, etc.1TMC identifies impending congestion and initiates speed harmonization plan for upstream vehicles2TMCSlow to 45Slow to 45Slow to 45T