Transcript IDS - University of Minnesota

"Reducing Crashes at Rural Intersections:
Toward a Multi-State Consensus on Rural Intersection
Decision Support"
Meeting of State Pooled Fund Partners
April 20, 2005
Why we’re here:
Fatalities at Rural Unsignalized Intersections
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Crashes in rural areas are more severe than in urban
areas
 While 70% of all crashes in Minnesota occur in urban
areas,
70% of fatal crashes occur in rural areas.
Along Minnesota’s Trunk Highway System, there are more
rural through/stop intersections (3,920) than all categories
of urban intersections (3,714) combined
During a three-year period (1998-2000), 62% of all
intersection-related fatal crashes in Minnesota occurred at
rural through/stop intersections
Assist the Driver
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Focus on:
 Driver error causal factors
 Fatal and life changing intersection crashes
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Provide the driver with information that will improve
judgment of gap clearance and timing
Intersection Decision Support
Components
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Rural unsignalized intersections:
 High-speed roads
 Through stop intersections
Traffic surveillance and wireless communications
technologies & on-site validation
Gap detection/estimation & on-site validation
Human interface (Driver Infrastructure Interface, DII)
design and evaluation of concepts (in driving simulator) for
communicating to the driver
Location of Test Intersection
Hwy 52 & Goodhue CSAH 9
Pooled Fund Project:
Towards a Multi-State Consensus
State pooled fund project for rural intersection IDS, includes
… MN, GA, IA, MI, NC, NH, NV, WI
Multiple goals for state pooled fund:
 Assistance/buy-in for new countermeasure
 Goal: Develop nationally acceptable design
• Performance, Maintenance, Acceptability
• Interoperability
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Increased data collection capability
 Identify intersections where IDS applies
 Determine driving behavior at intersections in participating
states
• Regional vs. national driver behavior
Agenda
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Overview
Transition to Cooperative Intersection Collision Avoidance
System (CICAS)
State intersection crash data analysis
IDS Human Factors
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Results of IDS Rural Intersection Data Collection
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Statistics, Performance
Motivation for Portable Rural Intersection Surveillance System
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Results of Simulator study, candidate interfaces
Limited interest in surveillance system (with no driver interface)
In response, proposing portable surveillance system to be taken from
state to state.
Portable Surveillance System Design
Pooled fund finances
Intersection field visit
Cooperative Intersection Collision Avoidance
Systems (CICAS)
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Program of U.S. DOT, 7 automotive OEM members (GM,
Ford, Toyota, DCX, BMW, Nissan, Volkswagen) of
Collision Avoidance Metrics Partnership (CAMP), and the
Infrastructure Consortium (IC) consisting of 4 state DOTs
(VA, CA, MN, MI) and designated universities.
Consists of 2 tracks:
 Track 1. Development of Cooperative Violation
Warning (CVW) for prevention of signal and stop sign
violation crashes (CAMP is lead)
 Track 2. Development of comprehensive CICAS that
addresses the crash types encountered in an
intersection. (IC is lead)
Cooperative Violation Warning (CVW)
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Objective: Prevent intersection crashes by preventing traffic signal
and stop sign violations.
When the vehicle approaches the intersection, it will receive (via
DSRC link) a high precision geometric map, which enables it
together with GPS to identify its lane position.
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At simple intersections without dedicated turn lanes, the vehicle has to
only identify its road position.
The vehicle will receive signal phase and timing information. Based
on this information and knowledge about its position and dynamic
state, the vehicle will issue an alert to the driver if it determines that
the vehicle is going to run a red light and/or not be able to clear the
intersection box before the cross traffic signal turns green.
California has added an additional feature: If an alert is issued, this
information is sent back to the intersection which then extends the
red hold or initiates other infrastructure based countermeasures.
Fully Cooperative Intersection (FCI)
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Builds on CVW AND addresses other potential crash scenarios,
such as crashes based on erroneous gap acceptance.
Enables warning regarding non-DSRC equipped vehicles through
DII.
Uses infrastructure based sensors to sense vehicles approaching
intersection.
From sensor data and dynamic information that DSRC equipped
vehicles send to the intersection, the intersection assembles a
‘picture’ of the dynamic traffic state – a state map.
State map is broadcast and vehicles that receive it will derive the
information for issuing warnings for signal violations and gap
acceptance.
If sensors for detecting pedestrians or other vulnerable road users
are available in either the infrastructure or the vehicles, then this
information can also be represented in the state map and
measures for protecting vulnerable road users can be undertaken.
3 Applications Included in FCI
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TCD violation crashes, with a driver-infrastructure
interface (DII), in addition to the DVI used in CVW.
Lateral gap acceptance at stop-sign controlled
intersections, with a DII initially, and a driver-vehicle
interface (DVI) to follow in Yr 3 when the in-vehicle
application will be developed.
Opposite direction gap acceptance, initially with the DII,
and with DVI to follow, again in Yr 3 when the in-vehicle
application will be developed.
These applications build on the Intersection Decision
Support (IDS) results.
Major Program Milestones
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Anticipated project duration is 5 years with an
estimated start date of June 1, 2005.
Statement of work under development for first
2 years of project.
Planning for last 3 years of project will be
started in the middle of 2006 and a detailed
project plan will be ready by end of 2006.
Track 1 Major Milestones, Years 1-2
Intersection identified for CVW system
development - 3 in California and 3 in Michigan
 Fully integrated tested CVW infrastructure
system at 6 intersections
 CVW system engineering demonstrations by
each OEM to USDOT in Michigan and in
California.
 First DVI developed for pilot Field Operational
Test
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Track 2 Major Milestones , Years 1-2
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Workshop to define initial state map requirements.
Workshop to define message sets requirements.
Initial definition of state map structure, incorporating the geometric,
signal controller, and dynamic object state information.
Demonstrations of state map broadcasts from intersections.
Real-time implementation of data fusion software for use in
prototype intersections.
MUTCD approvals for experimental use of DII’s in public.
Engineering demonstration at a live intersection of
 DII-based violation warning system.
 DII-based lateral gap acceptance system.
 DII-based opposite direction gap acceptance system.