John Scharffbillig

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John Scharffbillig Field Project
Manager Minnesota Department of
Transportation John.scharffbillig_at_dot.state.mn.us
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State of Minnesota - US
New York
Chicago
Los Angeles
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The Safety Problem In Minnesota

• 650 deaths, 45,000 injuries, 1.6 billion loss
• Lane departures 1 of 2 fatal crashes
• Adverse visibility 1 of 5 crashes

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Safety Solutions

• Law enforcement
• Improve roadways
• Safer vehicles
• Driver education
• Driver-assistive technology

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Funding

• Federal Funds - 4,200,000 (US)
• Minnesota State Funds 1,100,000 (US)
• In-kind Contributions - 1,700,000 (US)
• TOTAL FUNDING 7,000,000

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PROJECT PARTNERS
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Operational Test Concept

• Develop integrated lateral guidance and collision
  avoidance system
• Install on four snowplows, one ambulance, one
  State Patrol squad
• Regular operations under a variety of conditions
• Extensive data collection and evaluation

snowplow
ambulance
State Patrol squad
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Hardware Software

• Differential GPS
• Digital map
• Magnetic tape
• Magnetic sensors
• Radar sensors

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• Global Positioning
• System

Lane Awareness System
Radar Collision Avoidance
Geospatial Database
Driver Guidance
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HEADS UP DISPLAY
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Human Factors Evaluation

• Field Operation Testing
• December 2002 through April 2003
• Interviews provided useful subjective data
• Track Testing
• March 24th through April 2nd, 2003
• Subjective and Performance data

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Operating in Limited Visibility
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MNROAD TEST TRACK

• 9 Plow operators
• 3 to 4 hours driving
• 3 laps per condition (4), 5 practice laps
• One hazard was presented per condition
• Loading task (not presented on curves)

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Loading Task Obstacles

• One hazard obstacle was presented per condition

• Loading Task
• - not presented on curves

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Artificial Low-Visibility
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Low-Visibility Verification
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Average Lane Position
Unassisted Conditions Assisted
Conditions
Right of Lane Center
Lane Center
Left of Lane Center
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Average Speed
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Distance to Hazard Obstacle
On average, the radar detected the obstacle at
304 ft
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Performance Measures Summary

• Perception of lane position differs from when
  driving unassisted
• While using the DAS
• More steering input
• Higher mental effort
• Lower average speeds
• Trends for improved lane keeping

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Summary

• HUD Seat preferred components
• Increased usability reliability from 2002
• High trust comfort in system
• Higher (visual) workload, but expect improved
  driving performance
• Over half of drivers want in truck
• Almost all drivers would recommend

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Conclusions

• Length of time using system better acceptance
• Rural operators accepted system more than urban
  operators
• Operators liked the improvements
• desire less bulky equipment
• improvement of roadway display needed
• believe that system can improve operations

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Future Deployments

• Twin Cities Metro Transit Technobus
• Minnesota State Patrol
• Three Minnesota Counties
• MnDOT Truck Station
• Alaska Thompson Pass
• Alaska Valdez Airport

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Vehicles as SensorsTechnology Assessment (A
Public Private Partnership betweenMn/DOT and
Ford Motor Company)
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General Concept

• General concept of Vehicles as Sensors (VAS) is
  to
• Collect the data available from on-board sensors
  and computers (location, speed, anti-lock
  braking, lights, wipers, traction, etc.)
• Transmit data to the traffic management center
• Incorporate data into the traveler information
  database
• Transmit information back vehicles for visual or
  audio presentation to drivers

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Vehicle As Sensors Schematic
511/511mn.org Data
Vehicle Control Systems
In-vehicle Display and Speech Engine
CARS Traveler Information Database
DSRC/ WiFi
Fiber Communications System
Roadside Transmitter/ Receiver
Vehicle Data Preprocessor
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Project Purpose

• The purpose of this project is to conduct an
  initial evaluation of technologies needed for
  Vehicles as Sensors that include
• In-vehicle software and hardware
• Communication technologies and protocols for
  communication from vehicle to center via cellular
  technology.
• Processing individual vehicle data for fusion
  into DOTs traveler information database.
• Formulation of traveler information data for
  delivery to vehicles.

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Relationship to VII Program

• Vehicle Infrastructure Integration (VII) is a
  cooperative effort between the Auto Industry and
  US DOT to improve safety and operation of the
  nations transportation network using two-way
  communication between vehicles and road
  infrastructure
• Mn/DOTs ITS Application to FHWA in October 2002
  included this VAS project to start the initial
  testing necessary to support future efforts in
  what has become known as VII

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Project Schedule

• Phase 1 (April 2003 to May 2005)
• Develop onboard hardware and software
  (SmartModem) to collect and send information via
  cellular technology (interface designed to
  function with any vehicles from any
  manufacturer).
• Develop pre-processor software to screen input
  data prior to fusion with other traveler
  information data sources.
• Modify traveler information database CARS
  (Condition Acquisition and Reporting System) to
  create travel time estimates and road condition
  reports.
• Install SmartModem on 15 Minnesota State Patrol
  cruisers to assess the accuracy, completeness and
  transmission of the data and its effectiveness in
  creating a travel time estimate and road
  condition situation in CARS.
• Phase 2 (May 2005 to March 2006)
• Develop SmartModem II to communicate via
  dedicated short range communication equipment

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• Questions?
• For up to date information
• please visit our website at
• www.dot.state.mn.us/guidestar