Evaluating Alternative Operations Strategies to Improve Travel Time ...

SHRP 2 L11: Final Report
In addition to travel times, the following data relating to the operation of the probe vehicles – in
many cases accessible from the vehicle engine data bus -- could also be available for transmission
to a central database for traffic management purposes:
• Outside air temperature
• Road surface conditions
• Traction status
• Average Travel Speed
• Location
• Windshield wiper activation
• Number of occupants
• Hard brake applications
• Head and fog light status
• Airbag deployment
• Transmission status (in a specific gear or in park).
Communications
While fiber optic backbone communications systems are essential to today’s freeway-based data
collection systems, the communications systems of the future will probably depend on wireless
networks such as cellular, satellite, and transponders (DSRC) that support connected vehicle and
vehicle-to-infrastructure applications.3G wireless is widely available and 4G deployment is
starting. Wi-Fi Max is available. An increasing number of wireless data applications are appearing.
Current and next generation wireless data systems will make it possible to improve communication
capabilities and optimize exchange data between:
• Traffic Management Centers, traffic signal systems, and freeway management systems
• Vehicles and roadsides
• Vehicles and vehicles
• First responders and trauma centers
• Traffic management and law enforcement personnel
• Telecommuters and workplaces
• Freight conveyors and dispatchers as probe vehicle brokers.
The data on vehicle operations from probe vehicles discussed previously will be transferred from
the vehicle to an OnStar like monitoring center, possibly run by auto makers. From there, the
data will be transferred to traffic management agencies for use in operating the roadways. In return
for subscribing to a wireless data plan that allows this connectivity, the motorist could receive a
discount on tolls and a tailored car insurance rate based on actual mileage traveled by road
category and weather conditions. The relationship between the agencies and the private sector
monitoring center could involve a fee for service or a partnership. Much of this data could also
move between vehicles so they could react to data from the vehicle “cloud.” For example, vehicles
could receive data indicating that vehicles ahead of them were losing traction, were rapidly
decelerating, or were putting their windshield wipers on. This could trigger a warning message in
the receiving vehicle indicating ice on the roadway, congestion ahead, or rain ahead, respectively.
A CONCEPT OF OPERATIONS Page 120