project name ann arbor integrated mobility system (aaims ...the city of ann arbor is a socially,...

Project Name Ann Arbor Integrated Mobility System (AAIMS)

Eligible Entity Applying to Receive Federal Funds

Consortium led by the University of Michigan

Total Project Cost (all sources) $23,911,987

ATCMTD Request $11,056,579

Are matching funds restricted to a specific project component?

YES–Integrated Corridor Management

State in which the project is located Michigan

Is the project currently programmed in the: • Transportation Improvement Program (TIP)• Statewide Transportation Improvement

Program (STIP)• MPO Long Range Transportation Plan• State Long Range Transportation Plan

NO – but the STIP would need to be amended to include some proposed program elements

Technologies Proposed to Be Deployed • Dedicated Short Range Communication:– On-Board Units – Roadside Units– Handheld Units

• Radar sensors (Infrastructure mounted)• Camera Detection Systems

(infrastructure mounted)• On-Demand Transportation Services• Dynamic Traffic Control• Wi-Fi

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UniversityofMichigan|FordMotorCompany|CityofAnnArbor

Volume1–TechnicalApplication

Regents of the University of Michigan Response to USDOT NOFO 693JJ317NF0001 - ATCMTD

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1. Ann Arbor Integrated Mobility System (AAIMS) Overview ....................................................... 1 ProjectDescription.........................................................................................................11.1. TheCommunity’sTransportationNeeds........................................................................21.2. PriorityAreaDetails........................................................................................................31.3.

InstallationofConnectedVehicleTechnologiesatIntersectionsandPedestrian1.3.1.Crosswalks..............................................................................................................................3ConnectedVehicleDeployments.......................................................................................4ConnectedVehicleandInfrastructureOperationsandMaintenance................................5VehicleDetectionandPseudoBSMInfrastructure............................................................7PedestrianCrossingConnectedInfrastructure...................................................................8PerformanceMetrics..........................................................................................................9

MultimodalIntegratedCorridorManagement(ICM).............................................91.3.2.On-DemandMobility:DynamicShuttleDeploymentandSystemIntegrationwithTransit:..........................................................................................................................................10RouteOptimization..........................................................................................................11MobilityPassportandOperationsManagement(DataAnalyticsFramework)................11PerformanceMetrics........................................................................................................12

TechnologiestoSupportConnectedCommunities..............................................121.3.3.Vehicle-to-Pedestrian(V2P).............................................................................................12Incident,WorkZone,Weather,andEventManagement.................................................13IncreasedV2XDeploymentUsingPseudoBSMs..............................................................13UserExperiencetoOnDemandMobility.........................................................................14TransitSignalPrioritization...............................................................................................15DynamicTrafficControl....................................................................................................16US-23FlexRouteConnectedInfrastructureIntegrationandShuttleDeployment..........17PerformanceMetrics........................................................................................................18

2. Project Plan .............................................................................................................................. 18 DeliverablesandMilestones........................................................................................192.1. ProjectSchedule...........................................................................................................202.2.

3. Organizational Structure .......................................................................................................... 20 OrganizationalOverviewsandKeyPersonnel..............................................................223.1.

TheUniversityofMichigan...................................................................................233.1.1. Ford.......................................................................................................................243.1.2. CityofAnnArbor..................................................................................................253.1.3. EconoliteGroup....................................................................................................273.1.4. WSP:.....................................................................................................................283.1.5. MichiganDepartmentofTransportation:............................................................293.1.6.

PrimaryPointofContact..............................................................................................303.2.


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1. Ann Arbor Integrated Mobility System (AAIMS) OverviewTheUniversityofMichigan(UM)hasassembledastellarconsortiumofpublicandprivateentitiesandaffiliatestodeploytheAnnArborIntegratedMobilitySystem(AAIMS).TheconsortiumincludesFordMotorCompanyandtheCityofAnnArbor,andaffiliatesMichiganDepartmentofTransportation,Delphi,Econolite,andWSP.Theteammembers’individualtalents,experiences,andassetswillsynergisticallybuilduponeachothertointegrateanddeployascalablestate-of-the-artconnectedvehicleandmobilitytransportationinitiativethatexpandsupontheexistingAnnArborenvironment.TheAAIMSconsortiumhasworkedtogethertodevelopadeploymentplantomanagecongestion,improvemobility,andincreasesafetyinAnnArbor.AAIMSwillservecitizens,students,andvisitorsalike.Furthermore,AAIMSlaysthegroundworkforreal-world,extensivedeploymentofhighlyautomatedandautonomousvehicles.

This deployment initiative spans three years and will cost $23,911,987: $11,056,579federalfundsand$12,855,408costsharefunds. Thecostshareconsistsof$8,150,000 incash,and$4,705,407in-kind(goodsandservices).

Project Description 1.1.TheAnnArborIntegratedMobilitySystem(AAIMS)isaproposeddeploymentofmultiplemobility,congestionmanagementandconnectedsolutionsinAnnArbor,Michiganwhichcouldbecomeatemplateforintegratedmobilitysystemsinmid-sizedcities.Inadditiontoaddressingavarietyofadvancedtransportationmodesandservices,AAIMSwillsignificantlyadvancethemanagementofthetrafficenvironmentinwhichtheyoperate,andimprovesafetyforallroadusers.Thesystemwouldoperateinamannerthatisscalable,yetisasubstantialleapintheadvancementofintegratedmobilitysolutions.ItistheconsortiumsintenttocontinuouslybuildupontheAAIMSprogramwithadditionaldeploymentsoftechnologiesandmobilityserviceswellbeyondtheitemsincludedinthisproposal.AAIMSaddressescriticalbarriersthathindermobilityanddeploymentofconnectedvehicletechnologies.Assuch,andgivenitsproximitytothelargestconcentrationoftransportationresearchanddevelopmentfacilitiesintheworld,theAAIMSprogramisextremelywellpositionedtosupportthedeploymentofadditionaltechnologiesandservicesinsupportofindustry,roadwayoperators,andtheconductofresearch.

TheCityofAnnArborisuniquelypositionedtodeploythemostadvancedtransportationandcongestionmanagementtechnologiesgivenitsestablishedandextensiveconnectedvehicleandinfrastructurenetwork.Thisnetworkwillinclude70signalizedintersectionslocatedacrosstheCityand2200vehiclesbytheendof2017.AAIMSproposestosignificantlyenhancetheefficiencyofthetransportationsysteminAnnArborbyprovidingon-demandmobilityandrouteoptimizationtoaddressthefirst/lastmilechallengeoftransit,fixedanddynamicshuttleservicesfromPark&Ridelots,transitsignalprioritization,increasedpedestrianandbicyclesafety,improvedcongestionmanagement,dynamictrafficsignalcontrolusingtraditionalconnectivityaswellaspseudobasicsafetymessages(BSMs),andimprovedincidentandevent


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management.Thecombinationoftheseeffortsformthebasisofatransportationoperatingsystemtheconsortiumdeemsnecessarytosupportthefuturedeploymentofhighlyautomatedandautonomousvehicles.Giventheexistingsystem,itscontinuousoperationoverfiveyears,includingengagementoftheroadwayoperators,andextensiveexperiencewiththisenvironment,weanticipatenoregulatory,legislative,orinstitutionalchallenges.

AAIMSwillbechampionedbyanestablishedconsortiumoftheUniversityofMichigan,FordMotorCompany,andtheCityofAnnArbor,withassistanceandcontributionsfromMDOT,theEconoliteGroup,DelphiCorporation,andWSP.Theconsortiumoffersaone-of-a-kindopportunitytoleveragethelargestoperationaldeploymentofconnectedvehiclesandinfrastructureinthenation,andindoingso,takesignificantadvantageofpreviousinvestmentsmadebytheU.S.DOT,theStateofMichigan,theUniversityofMichigan,FordMotorCompany,andtheCityofAnnArbor.ThecoreoftheconsortiumincludesthedemonstrateddeploymentcapabilitiesofUMandtheCityofAnnArbor(i.e.,ConnectedVehicleSafetyPilotModelDeploymentandAnnArborConnectedVehicleTestEnvironment),andfurtherstrengthensitwiththeunequalledexperienceofFordMotorCompanyandFordSmartMobilityindeployingnumerousinnovative,commercially-viablemobilityinitiativesaroundtheglobewhichaddressconnectivity,mobility,autonomousvehicles,consumerexperience,aswellasdataandanalytics.

The Community’s Transportation Needs 1.2.TheCityofAnnArborisasocially,economically,andculturallydiversecommunityofapproximately117,000residents,well-knownforinnovationandforward-thinking.Encompassing28.7squaremiles,thecityincludes296.8milesofroadway,81.5milesofbikelanesand162signalizedintersections.Onweekdays,AnnArborexperiencesanaverageVMT(vehiclesmilestravelled)of2,419,000,predominantlyassociatedwithemploymentaswellasvisitors–particularlypatientstotheUniversity’sHealthSystem.Onsevenormoreweekendseachyear,thenumberofvisitorstothecityregularlyexceeds100,000individualsinasingledaywithpeopleattendingspecialeventssuchascollegiatefootballgames,professionalsoccergamesandartfairs.LocatedinsoutheastMichigan,AnnArborenjoysavariedclimateincludingfourdistinctseasonsandtheassociatedvarietyofweatherconditionsinwhichtoevaluatetherobustnessofmobilitysolutions.

CurrentlytwopartiallycoordinatedtransitsystemsoperateinAnnArbor:theAAATA(TheRide)andtheUMTransit,withacombined152busesoperatingon46fixedurbanroutes.TheUniversity’sfixedroutesystemalonehandles50,000studentandstaffriderseverydayconnectingthevariousregionsoftheUniversity’sAnnArborcampus,andTheRidehasanannualridershipof6.3million.WiththesignificantdailyinfluxofpeopleworkinginattheUniversityalone(42,000employees),aswellasthatassociatedwithspecialevents,congestionandparkingposepersistentsignificantchallengestothecommunity.Asauniversitycommunity,AnnArboralsoexperiencessignificantpedestrianandbicyclisttraffic,alongwiththeassociatedsafetychallengeswhenmotorizedandnon-motorizedmodesintersect.Simply


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gettingintoAnnArborischallengingduringpeaktravelperiods,particularlyviatheUS-23corridorlocatednorthandeastofthecitywithdailycongestionoftrafficenteringthecity.

Priority Area Details 1.3.Eachofthepriorityareascanbebrokendownfurtherintofunctionalelements.Figure 1summarizesthecomprehensiveelementsofadvancedtransportationandcongestionmanagementdeploymentinitiativescomprisingAAIMS;eachdescribedinfollowingsections.

Figure 1: Functional elements of AAIMS; including specific projects and participating organizations by U.S. DOT priority areas

Installation of Connected Vehicle Technologies at Intersections and Pedestrian 1.3.1.Crosswalks

TheinstallationofconnectedvehicletechnologyisafundamentalbuildingblockfortheAnnArborIntegratedMobilitySystem.AAIMSbuildsupontheearlyoperationaldeploymentofthe

AnnArborIntegratedMobilitySystem(AAIMS)

InstallationofConnectedVehicleTechnologiesat

IntersectionsandPedestrianCrossings

MultimodalIntegratedCorridorManagement

UserExperience:On-

DemandMobility

- UM:UMTRI,COEandTransit

- Ford

On-DemandMobility:

DynamicShuttleDeployment

andSystemIntegration

- UM:COEandTransit- Ford

RouteOptimization

- UMCOE- Ford- UMTransit

Transportation Platform

andOperations

Management(Data

AnalyticsFramework)

- UM:COE,UMTRI,TransitandITS

- Ford- CityofAnnArbor

Vehicle-to-Pedestrian(V2P)

- UMTRI- CityofAnnArbor- WSP- Delphi

DynamicTrafficControl

- UM:UMTRIandCOE- CityofAnnArbor- MDOT- Econolite

VehicleDetectionand

PseudoBSMInfrastructure

- UM:UMTRIandCOE- Econolite- CityofAnnArbor- WSP

TrafficSignalPrioritization

- UM:UMTRIandTransit- CityofAnnArbor

TechnologiestoSupportConnectedCommunities

PedestrianCrossing

Infrastructure

- UMTRI- CityofAnnArbor- WSP

ConnectedVehicle

Deployments

- UMTRI- Delphi

Incident,Weather,Eventand

WorkZoneManagement

- UMTRI- CityofAnnArbor- MDOT- Delphi

IncreasedV2XPenetration:

PseudoBSMV2X

- UMTRI- CityofAnnArbor- Delphi

Safety CongestionManagement

US23FlexRouteConnected

Infrastructure

- UMTRI- Ford- MDOT- WSP

ConnectedVehicleand

InfrastructureOperations

andMaintenance

- UMTRI- CityofAnnArbor- WSP


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AnnArborConnectedVehicleTestEnvironment(DTFH61-15-H-00005)anditspredecessorproject,theSafetyPilotModelDeployment(DTFH61-11-C-00040).BothprojectshavedeployedDedicatedShortRangeCommination(DSRC)infrastructureandvehicle-basedtechnology.

SarahTarpgaard,theAACVTEContractingOfficer,hasapprovedthatthetransferofitemspurchasedundertheAACVTEagreementunder$5,000,andtheequipmenttransferredtotheUniversityofMichiganTransportationResearchInstitute(UMTRI)AACVTEagreementfromtheSafetyPilotModelDeploymentcontractwillbecomethepropertyofUMTRIattheendoftheAACVTEagreementandwillvestwithUMTRI.UMTRIwillusetheseitemsandequipmentforAAIMS.ThepurchaseditemsincludeDSRCdevices,DSRCantennas,GNSSantennas,powercablesandmiscellaneousinstallationsuppliesvaluedatmorethan$2.4M–enoughtokeep2,500vehiclesand70RSUsitesdeployedinAAIMS.Additionally,theequipment(itemsover$5,000),valuedatover$350Kincludesservers,signalcontrollersanddevelopmentvehicles.

Inadditiontocontinuedoperationsandmaintenanceoftheconnectedvehicleandinfrastructuredeployment,AAIMSwillfurtherexpandthedeploymentby(1)equippingnineteennewpedestriansiteswithRoadsideUnits(RSUs),visiondetectionsystemsandcontrollerstotieintotheCityofAnnArbor’sbackhaul;(2)installingradarsensorsatallforty-nineRSU-equippedintersectionsplusthecorridorfromUS-23/M-14toMainStreetandDepottotheUMHospitalentrancethatwilldetectunequippedvehiclesandintegratewiththeconnectedinfrastructure(RSUs)andCityofAnnArbortransportationsystem;(3)deployingDSRCroadsideunitsalonganeightmilestretchofUS-23fromAnnArborinWashtenawCountynorthtoHamburginLivingstonCounty;and(4)increasingthepenetrationofconnectedvehiclesoperatinginAnnArbor.ThesebuildingblockswillsupporttheeffortsplannedforboththeMultimodalIntegratedCorridorManagementandTechnologiestoSupportConnectedCommunitiesfocusareas.Eachelementofthispriorityareaisdescribedindetail.

Connected Vehicle Deployments AAIMSwillincreasethenumberofvehicledeploymentsto5000.UMTRI,asindustryleaders,willcontinuetomaintainhighstandardsfortheinstallationstomaximizeperformance.Delphi,anaffiliate,willprovidethe2500aftermarketsafetydevicesandhuman-machineinterfacesolutionsatsignificantcostsavings.DelphiiscurrentlyaDSRCdevicesupplierfortheAnnArborConnectedVehicleTestEnvironment(AACVTE)withaproventrackrecord.

WhilemostparticipantswillberecruitedfromtheAnnArborarea,theAAIMSprojectwillalsorecruitsomepeoplewhodriveontheUS-23FlexRoute(seesection1.3.3TechnologiestoSupportConnectedCommunitiesformoredetails).

Thenumberofconnectedvehiclesinthedeploymentareadirectlyimpactsthesafetyandmobilitybenefitsderivedfromhavinganequippedvehicle.Asdescribedinsection1.3.3TechnologiestoSupportConnectedCommunities,informationfromconnectedvehiclesisusedasoneoftheinputstodynamictrafficcontrolandtrafficsignalprioritization.Also,morevehicledeploymentsincreasesthelikelihoodofinteractingwithotherequippedvehicles,whichwill


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improvesafety.Finally,morevehicledeploymentswillresultinadditionalpedestrianinteractions,thebenefitsofwhicharealsodescribedinsection1.3.3TechnologiestoSupportConnectedCommunities.

ForSafetyPilotModelDeployment(SPMD),Volpeconductedanindependentevaluationofthesafetybenefitsofvehicle-to-vehiclecommunicationswithfavorableresults.1.Becausetheindependentanalysiswascomprehensiveandwouldbecost-prohibitivetorepeat,wedonotplanonconductingfurtheranalysisspecifictotheincreasednumberofadditionalconnectedvehicles.WewillassumethatbyincreasingthenumberofvehiclesandincreasingthenumberofV2Xapplications,theimprovementsandbenefitswillincreaseaswell.

Connected Vehicle and Infrastructure Operations and Maintenance Todate,UMTRIhascompletedapproximately6000DSRCinstallations.Eachvehicleinstallationisdonewithprecisiontoensureaprofessionalfitandfinish.WedevelopedarobustconfigurationmanagementsystemtoensurethatthecorrectdataisuploadedtotheDSRCradiostomaximizeperformance.Wehavedevelopedandimplementedverificationtestingasaqualitycontrolmeasureandhavesharedthisprocedurewiththeindustry.UMTRIhascompletedsignificantresearchintoantennaperformanceandhasselectedstateoftheartDSRCandGNSSantennasforuseinthedeployment.UMTRIhasbecometheindustryexpertwithregardstoDSRCaftermarketinstallations.

Anotherimportantaspectofanydeploymentishumansubjectmanagement.UMTRIhasover50years’experienceutilizinghumansubjectsinitsresearch,includingnumerousfieldtestsanddeploymentsconductedfortheU.S.DOT.Theuniversityhasanin-houseInternalReviewBoard(IRB),thatadherestoallfederalstandards.AllparticipantinteractionsrequireIRBapproval.

ThecurrentAACVTEdeploymentisplannedtobecompletedbytheendof2017,withOperationsandMaintenancestartinginJanuaryof2018.ThecurrentdeploymentplansaredepictedinFigure2andinclude:

• 70infrastructurelocationsequippedwithRSUsandstate-of-the-arttrafficcontrollers:o 49Intersectionso 5CombinationIntersection/FreewaySiteso 4PedestrianCrosswalkso 3FreewaySiteso 3CurveSpeedWarningSiteso 1Roundabouto 5Staging/TestingSites

1Nodine,E.,Stevens,S.,Lam,A.,Jackson,C.,&Najm,W.G.(2015,December).Independentevaluationoflight-vehiclesafetyapplicationsbasedonvehicle-to-vehiclecommunicationsusedinthe2012-2013SafetyPilotModelDeployment.(ReportNo.DOTHS812222).Washington,DC:NationalHighwayTrafficSafetyAdministration.


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• Minimum2500VehicleDeploymentso 2000VehicleAwarenessDevices(VADs)o 500AftermarketSafetyDevices(ASDs)

TheAACVTEDSRCdevicesmeetallindustrystandards,arefullycertifiedandabletocommunicatewiththeSecurityCredentialManagementSystem(SCMS)productionenvironment.Furthermore,theon-boarddevices(VADsandASDs)areinstalledonacombinationofpersonalvehicles(1750)andfleetvehicles(750).TheAACVTEcontractendsinMay2018,andweanticipateaseamlesstransitiontoAAIMS.TheoperationsandmaintenanceoftheconnectedvehiclesandinfrastructurewillbefundedbyMcityandmanagedunderAAIMS.

Figure2:ConnectedInfrastructureDeployment

Vehicledeploymentmaintenanceincludessubjectmanagement;IRBmanagement;removingdevicesifaparticipantmoves,sellstheircar,etc.;repairingdevicesandotherinstalledequipment;recruitingnewparticipantsandinstallingnewdevicestokeepthenumberofdeploymentsatasteady2500.

Theoriginal25RSUsiteshavebeenmaintainedsince2012,ledbyWSPandsupportedbyUMTRIandtheCityofAnnArbor.OurteamwasthefirstinthecountrytoinstallRSUsthatwereintegratedintoacity’sbackhaul,andthefirstinthecountrytodeployanIPv6network.


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WearerecognizedindustryleadersinDSRCinfrastructure.Maintainingtheinfrastructureincludeskeepingservicecontractscurrentonequipmentasappropriate;payingfordatalinesthattransferRSUdatafromtheCityofAnnArbortoUMTRI;andreplacingagingorbrokenequipment.Inaddition,state-of-healthmonitoringisdoneforbothvehicledeploymentsandtheinfrastructure.Theuptimeismonitoredandissuesaredocumentedandresolved.

Vehicle Detection and Pseudo BSM Infrastructure UMTRIwillworkwithEconolitetoinstallAccuScan1000radarsensorsatintersectionstogenerateandbroadcastpseudoBSMs.Thissensoriscapableofprovidinglane-by-laneadvancedetectionupto1,000feetfromtheradarsensor(similartotheDSRCcommunicationrange)andtrackingtrajectoriesof32objectssimultaneously.Ifeachapproachisinstalledwithoneradarsensor,morethan100objectsintheproximityoftheintersectioncanbetrackedsimultaneously.Usingtheseradarsensorstodetectallorpartofvehicles,eachvehiclecanbeassignedanidentityandtheirtrajectoriescanbeextracted.Thevehicletrajectorydatawillbetransmittedtoadataprocessunit,wheretheywillbeconvertedtotheSAEJ2735BSMformat.WecallthempseudoBSMsbecausetheyareactuallygeneratedbytheinfrastructure.ThepseudoBSMswillbebroadcastfromtheRSUslocatedattheintersectionthroughDSRC.Theradarsensorsupdatethelistoftrackedobjectedevery50ms.Asaresult,thedataresolutionisadequatetogenerateBSMsat10Hzfrequency.ThepseudoBSMgenerationconceptisdepictedinFigure3.InadditiontogeneratingpseudoBSMs,theradarsensorscanbeusedasvehicledetectorsfortrafficsignalcontrol.WeplantoinstalltheradarsensorsatthreeintersectionsalongPlymouthRoadinyearoneasprototypes.Eachintersectionwillbeequippedwithfourradarsensors,oneperapproach.Oncethesystemarchitectureisfullytested,wewillexpandtoatotalof49intersectionsinyearstwoandthree.ThepseudoBSMscanbeutilizedbycurrentequippedvehiclesforV2VsafetyapplicationsandbyinfrastructureforbothV2Isafetyandmobilityapplications,asdescribedinasubsequentsubsection:IncreasedV2XDeploymentUsingPseudoBSMs.

Figure3:PseudoBSMGenerationIllustration


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Pedestrian Crossing Connected Infrastructure TheCityofAnnArbormaintainsanextensivenetworkofpublicnon-motorizedimprovementsincluding81.5milesofbikelanes,12.1milesofsharrows,58.5milesofshared-usepaths,110majormid-blockcrossings,27minormid-blockcrossings,18RapidRectangularFlashingBeacons(RRFB)and1HAWKpedestriancrossingsignal.Lastyear,therewere77accidentsinvolvingbicycles,anincreaseof63%over2015,andtherewere68accidentsinvolvingpedestrians,anincreaseof42%over2015-twofatalitiesoccurredatthemid-blockcrosswalks.

Currently,UMTRIisengagedinaDSRC-basedVehicletoPedestrian(V2P)project,fundedbyMcity,anindustry-government-academiapartnership.TheV2Pprojectinvestigatesthreedifferenttechnicalapproaches:DSRCandWi-Fiequippedtelephones(V2P),aDSRCandWi-Ficapablevehicle/phonetoRSUphoneapp(V2I),andcamera-basedpedestriandetectiontoRSU(V2I).ThesystemwillbedeployedatfourlocationsalongPlymouthRoadinlate2017aspartoftheAACVTEdeployment.ThesystemandinterfacerequirementsarebeingdevelopedbyateamfromUMTRI,Honda,Econolite,Iteris,andSavari.Oncefinaltestingiscomplete,theV2PhardwaresolutionwillbereplicatedanddeployedaspartofAAIMS.Inaddition,AAIMSwillsignificantlyexpandthecurrentV2Pdeploymentbyaddinganadditional19sitesasshowninFigure2.Thedeploymentlocationswereselectedwithparticularattentiongiventositesnearmiddleschoolsandhighschoolsaswellaslocationsofpreviouscrashesinvolvingpedestrians.Eachofthe19newpedestriansiteswillbeequippedwithSavariRSUwithbuiltinWi-Fi,EconoliteCobaltTrafficSignalController,andIterisPedTRAX,orequivalent,visionsystemthatdetectsthepresenceofpedestriansinthecrosswalk

TheV2PsystemsolutionwillbecompliantwithJ2735andJ2945/2.ThebasicV2PSystemArchitectureisdepictedinFigure4below,andtheV2Pwarningsystemisdescribedinsection1.3.3.

Figure4:V2PArchitectureDiagram

CobaltController

RoadsideUnit

PedestrianTrafficSignal

Wi-Fi

CityFiberBackHaul

VPN/FirewallRouter

PedTRAXSystem

PedTRAXProcessor


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Performance Metrics for Connected Vehicle Technology and Intersections and Crosswalks Theperformancemetricsfortheinstallationofconnectedvehicleequipmentdonotgaugesystemimprovementsontheirown.Rather,systemimprovementsareachievedbyusingthetechnologyitself.Thoseimprovementsareaddressedinsections1.3.2MultimodalIntegratedCorridorManagement(ICM)and1.3.3TechnologiestoSupportConnectedCommunities.Performancemetricsfortheinstallationofconnectedvehicletechnologiesatintersectionsandpedestriancrossingsinclude:• Deploy2500additionalconnectedvehicleswithAftermarketSafetyDevices(ASDs)• Equip19locationswithroadsideunits,controllers,andvisionsystemsatmid-block

pedestriancrossings• Equip49intersectionswitharadarsystemthatdetectsvehiclesandprovidesvehicle

trajectoryinformation• OperatingandMaintainingtheenvironmentwith90%uptime.

MultimodalIntegratedCorridorManagement(ICM) 1 .3.2.AAIMSwillintegratemultimodaltransportationonthreeormorecorridorsbyexpandinguponanexisting,university-fundedprojectnamedRITMO(ReinventingUrbanTransportationandMobility).RITMOencompassesdesign,deploymentandevaluationofnovel,on-demand,multimodaltransitsystemsthatcombinethebestoftransitsystemsandthesharingeconomy.RITMOisbuiltonthebeliefthatdatascienceiscentraltothedesign,operationandevolutionofadvancedmobilitysystems.Investigatinglargeamountsofdatawillimproveourunderstandingofexistingandfutureservices,infrastructures,mobilitypatterns,andenergyconsumption.Thisimprovedunderstandingwillprovidethefoundationtobuildforecastingmodelsformobilitydemand,congestion,modechange,andenergyneeds.Theseforecastingmodelsthenbecomeinputstodesignandoperationofadvancedmobilitysystems.RITMO’sobjectivesaretodramaticallyimprovethemobilityexperienceforeveryonecommutingtoAnnArborandtointegrateon-demandtransportationwithexistingandfuturemultimodaltransportationsystems.AlthoughAnnArborisaprosperouscity,pocketsoflowincomeneighborhoodsexistwithinthecitylimits.Further,neighboringYpsilantiandYpsilantiTownshiphavesignificantpovertyissues,andtransportationorparkingissuespresentrealobstaclestoworkinginAnnArbor.Providingaffordable,reliableandoptimizedpublictransportationforalldemographics,includingthepooranddisadvantaged,hasthepotentialtoliftpopulationsegmentsoutofpovertybyprovidingaccesstojobs.Inaddition,thelivesoftheunderservedpopulationscanbeimproveddramaticallybyprovidingaccesstohealthyfood,medicalcare,andeducationalopportunities.

TheRITMOprojecthasaccesstosubstantialdatasetsconcerningmobility,infrastructure,transitsystemsandcongestioninAnnArborandthesurroundingcommunities.Inparticular,theuniversityhasbeencollectingvastamountsofdatathepastfiveyearsfromover3000individualvehiclesandtheequippedinfrastructurefromSPMD.TheUniversityisalsoabouttoinstrumentitsentire1000-vehiclefleetwithdataacquisitionandisfurthercollaboratingwith


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withFordSmartMobilitytoexpandFord’sBigDataDrive2programbyinstrumentingadditional,personallyownedandoperatedvehiclesinandaroundAnnArbor.TheRITMOprojectalsohasaccesstoboardinginformationforthetwotransitsystems(UMTransitandAAATA)servicingthecampusanddowntownarea,theorigin-destinationpairsofallstudents,staffandfacultyusingtheuniversityparkingsystem,andthemobilitypatternsoncampusthroughitsnetworkinginfrastructureapplicationthathasbeenintegratedintotheMichiganApp–amobilesuiteofapplicationsthatservesstudentsandstaffoncampus.

TheseexistingandongoingeffortsandcapabilitiessupportthedeploymentofthefollowingelementsofamultimodalintegratedcorridormanagementsysteminAAIMS:on-demandshuttlesintegratedwiththetransitsystems,uniqueroute-optimizationtools-andadataanalyticsframework.

On-Demand Mobility: Dynamic Shuttle Deployment and System Integration with Transit: TheRITMOprojectleveragesexistingresearchthatisbasedonthedeploymentofahub-and-shuttlepublictransitsystemoperatinginCanberra,Australia(BusPlus),2aswellastwoyearsofdevelopmentspecifictotheAnnArbor/Ypsilantiarea.RITMOispartofalargercommitmentmadebytheUniversityofMichigantoimprovetransportationthroughtheuseofconnectivity,automationanddataanalytics.3TheAAIMSdeploymentwillcombineon-demandshuttles–leveragingFordSmartMobility’sextensiveexperienceinDynamicShuttleService–withhigh-frequencybusesinhigh-densitycorridorsoperatedbytwotransitagencies(UMTransitandAAATA).Passengerswillhailridesusingasmartphoneappthatcommunicatestoacloudcomputingplatformthatcalculatesthemostefficientjourneyforagivendestination—itcouldbeadirectshuttleridefromAtoB,ashuttlefollowedbyabustrip,oranysimilarcombination.Indoingsothefirst/lastmiletransitproblemisaddressed.Thephoneapplicationwilltracktheprogressofeachpassengerandeachvehicle,feedingdatatoaback-endsystemthatoptimizesroutinganddispatchingdecisionsinrealtimetominimizecongestion,maximizeridesharinginshuttles,andminimizewaitingandtransittimes.RITMOusessmartphones,drivertabletsandacloudcomputingplatformasintegratedelementsoftransportationinfrastructure.AnnArborisuniquelywell-suitedforimplementingthisnovelon-demandtransitsystemgivenitssignificanttransitridership(upto50,000ridersaday)overasmallgeographicalarea.Thecampusanddowntownareasfeaturecongestedcorridors,peakperiodsspreadacrosstheentireday,areasofhighandlowdensity,considerableparkingissues,andPark&Rideinfrastructurelocatedinandontheedgeofthecity.Thebusesexperienceoverloadsituationsonthecongestedcorridorsandlowridershiponthelongheadsandtailsofthebusroutes.Theproposeddeploymentwilladdresscriticalissues(first/lastmile,congestion,greenhousegasemission,andurbansprawl)withacontrolledanddata-richenvironment,theresultsofwhichcanbescaledtocitiesofnearlyanysize.Initially,thedeploymentwilloccurinandbetween2Maheo,A.,Kilby,P.,andVanHentenryck,P.(toappear).BendersDecompositionfortheDesignofaHubandShuttlePublicTransitSystem,ArtificialIntelligence(cs.AI)3Universitymaybegintestingnewkindofon-demandsystem.TheUniversityRecord,theUniversityofMichigan,October31,2016.


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areasoftheuniversitycampus,operatingonhighlycongestedcorridorswherethedemandfortransitfrequentlyexceedsthesupply.Adynamicshuttlewillbeutilizedtoremovethelow-ridershipheadsandtailsofthebusroutes.Later,implementationwillbeexpandedtoneighborhoodsadjoiningtheuniversitycampustothenorth,east,andwestinordertosolvethefirst/lastmileproblemforasignificantportionofpeoplecommutingtocampus,relievingpressureontheparkingsystemandencouragingamodechangefromcommutingbycartousinganon-demandtransitsystem.Route Optimization Thesoftwarepoweringtheon-demandmulti-modaltransitsystemisbasedonpredictiveandprescriptiveanalytics,applyingforecastingmodelstomobilitypatternsovertimetodriveoptimizationmodels.Thedeploymentwillutilizeanexistingandnovelapplicationforplannerswhichemploysoptimizationmodelstochoosethebesthub-and-spokenetworks,sizethevehiclefleetsoptimally,determinetheoptimaldrivershiftstominimizecost,anddispatchandroutevehiclesinrealtimetomaximizeconvenienceandavoidcongestion.2Thisinteractivetoolwillbeconnectedtotheadditionaloptimizationalgorithmstoevaluatetheimpactofthehubchoice,busroutes,andbusstopsontheoverallcostandconvenienceofthetransitsystem.Expertiseinthedevelopmentofthesesoftwarecomponents,aswellastheuserinterfaces,existswithintheUniversityofMichigan,whichfeaturessomeoftheworld’sexpertsinroutinganddispatchingoptimizationandnetworkdesign,aswellasanoutstandingteamincloudcomputingandmobileapplications.Mobility Passport and Operations Management (Data Analytics Framework) OneoftheprimarygoalsofRITMOishuman-centeredmobility,theideathatmobilityservicesshouldbenaturallyintegratedintheonlineexperienceoftheriders.Asaresult,theRITMOprojectisdevelopingMobilityPassport–anapplicationthatencompasstheentiremobilityonlineexperienceinlayeredarchitecture.Theapplicationcontainsaconnectivitylayer,whilethecitylogisticslayergivesusersaccesstoreal-timeinformationaboutthetransitsystems,sharingservices,parking,congestion,accidents,andforecastingmodelsofsuchinformation.Itcanalsobeusedtorecommendthebestservicestofulfillamobilityneedataparticularplaceandtime.Themobilityserviceslayerprovidesaccesstotheon-demandtransitsystem,torequestridesandtomakereservations;italsoconnectsthetransitsystemwithadjacenttransitandregionalnetworks,aswellasotherservices,includingcarandridesharingprogramsandparkingreservationsystems.Theloyaltylayerincludesfrequentriderawardprograms,incentivemechanismstoshiftdemand,andcapturesthemobilityhistoryofriders.Thewalletlayercapturessecurepaymentinformation,thesubscriptionlayerenablesusertosubscribetovariousservicessuchasalertsandnotifications,andtheauthenticationlayerprovidessecureandcertifiedaccesstoallservices.MobilityPassportissimilartoFordPASS,anditsdeploymentwillsignificantlybenefitfromFordSmartMobility’sexperienceinthedeployingthistypeofhuman-centeredmobilitysystem.

AuthenticationSubscription

WalletLoyaltyServicesMobilityServicesCityLogisticsConnectivity


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Performance Metrics for Multimodal Corridor Management Theperformanceimprovementsareeasilymeasured,andinclude:• Accessibility:servingpopulationswithlimitedmobilityoptions• Waittimes:reducingaveragewaittimesoverall• Transittimes:reducetransittimesthroughoptimizationandanalytics• Costofoperations:reducecostsbyshorteningtransitroutesinareasoflowridership

Thesafety,mobility,andenvironmentalbenefitscanalsobequantifiable:• Mobility:solvingthefirst/lastmileproblemassociatedwithtransit• Parking:removethepressureonparkingstructuresandlotsbyincreasinguseoftransit• Safety:anybenefitofautomatedcarswillnaturallytranslatetothistypeofdeployment

TechnologiestoSupportConnectedCommunities 1 .3.3.

ThefollowingelementsoftheAAIMSproposalareintendedtoaddresssafetyandcongestionissuesin,andaround,theCityofAnnArbor.Eachoftheseelementsaddressesarealmobilityproblem,anddoessobymaximizingexistingequipmentanddeploymenteffortswhileintroducingdemonstratedapproachestofurtherimprovesafetyandreducecongestion.Vehicle-to-Pedestrian (V2P) CurrentlytheUniversityisengagedintestingandearlydeploymentofV2PatfourlocationsinAnnArbor.Fortheinitialdeployments,mid-blockcrosswalks–asopposedtointersections–havebeentargetedbecausetheypresentmoreinterestingchallengestobothvehiclesandpedestrians,andbecausethecityofAnnArborisparticularlyinterestedininvestigatingcounter-measuresforthesetypesofsites.Whilethemajorityofthe175crashesinvolvingpedestriansoverthelastthreeyearshavetakenplaceatintersections,pedestrianfatalitiesthathaveoccurredduringthesameperiodwereatmid-blocklocations.Theexistingprojectinvestigatesthreedifferenttechnicalapproachestowirelesslyconnectvehiclesandpedestrians:

• ADSRC-capabletelephoneapplicationwhichbroadcastsPedestrianSafetyMessages(PSM)directlytoproperlyequippedvehicles(V2P);

• AWi-Fi-capabletelephoneapplicationwhichcommunicatesdirectlytoanRSU,whichthenredistributesthesignaltoproperlyequippedvehicles(V2I);and

• Acamera-basedpedestriandetectionsystemwhichalsousesanRSUtodistributeinformationondetectedpedestrianstoproperlyequippedvehicles(V2I).

Thefirstapproachconsistsof30phoneswhichwillbedistributedtoparticipantsinthenortheastAnnArborarea.Aquestionnaireisbeingdistributedto200participantsintheareatocollectinformationontheirwalkingpatternsandtogaugetheirinterestinparticipatinginV2Presearch.Asubsetoftheseparticipantswillbeselectedtohelppilottestthevehicleandphoneapplicationsinacontrolledenvironment.Oncethefunctionalityofboththephone-basedandvehicle-basedapplicationsareapprovedviatheclosed-coursedemonstrations,theapplicationwillbeloadedonto30phonehandsets.Thesephoneswillbegiventoparticipantsreporting


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regularwalkingtripsthroughthetargetedcrosswalks.ThephoneswillhavetheirOEMWi-Fichipsrepurposed,viaafirmwareupgrade,totransmitDSRCsignalswhentheyarewithinpre-set“geo-fenced”areasin,ornear,oneofthefourtargetedcrosswalks.Whenoutsideoftheseareas,thephones’Wi-Fichipswillworknormally.500vehicleswillbeequippedwithaftermarketDSRCdevicesinparalleltothephonedistributionandRSUinstallation.Foranyofthethreepedestriandetection/broadcastmodalitiesmentionedabove,theaftermarketdeviceswillbeableto:

• Informdriverswheneverthecrosswalkbuttonispressed(pedestrianwaitingtoenterthecrosswalk);

• Informdriverswheneverapedestrianisinthecrosswalk(orcrossingtheroadincloseproximitytothecrosswalk);and

• Warndriversaboutimminentpedestrianconflictsatthetargetedcrosswalks.AAIMSwillsignificantlyexpandthesedeploymentsbyinstallingadditionalinfrastructureandvehicleequipmentaroundthecity.Whetheratintersectionsormid-block,sitesnearmiddleschoolsandhighschools,aswellaslocationsofpreviouscrashesinvolvingpedestrians,willbehighlyprioritized.Referencesection1.3.1forfurtherdetails.TheexperimentaldesignfortheMcity-sponsoredV2Pproject(initiallyfourcrosswalks)willnotbecompleteuntilAugust2017.Whenthefourpedestriancrosswalksarefullyoperational,theV2PteamwillanalyzethethreetypesofdeployedV2Psystemsbyexecutingthetestplananddeterminetheperformanceandbenefitsofeach.Althoughnotfundedthroughthisproject,theresultswillbesharedwithU.S.DOTfortheusebyotheragenciesnationwide.Incident, Work Zone, Weather, and Event Management TheUS-23FlexRoutespansfromM-14inWashtenawCountytoSilverLakeRoadinHamburg.ConstructionoftheFlexRoutewillbecompletedinthefallof2017.Theconstructionplansmadeprovisionsforpotentialinstallationofconnectedvehicletechnology.AAIMSplanstoinstall17RSUsalongthiscorridor:oneatthestart,oneattheend,andoneevery½mileoffreeway(referenceFigure2).TheconnectedvehicledatawillbeintegratedintotheoverallAAIMSdatabackhaul.ThissignificanteventisthefirstforayintoexpandingtheconnectedvehicleinfrastructureoutsideofAnnArborandwillrequiresubstantialefforttostreamthedatafromMDOTtotheCitybackhaul.MDOTwillfundtheinstallationandintegrationoftheRSUsalongtheUS-23FlexRouteaspartofthegrantmatch.Oncetheinfrastructureisdeployed,theintentistodeployaftermarketsafetydevice-equippedvehiclesinthatareathathaveworkzoneapplicationsonboard.TheRSUswillbroadcastinformationaboutworkzones,including:workzoneahead,speedwarning,andlaneclosureevents.TheUS-23RSUnetworkwillalsoimproveroadweatherandincidentmanagement,aswellasemergencyresponse.Increased V2X Deployment Using Pseudo BSMs Onecriticalbarrierforutilizingconnectedvehicletrajectorydataisthelowpenetrationrateofconnectedvehicles.Previousresearchindicatedthattypically20%-30%ofthevehiclefleet


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mustbeconnectedinorderforconnectedvehicleapplicationstobeeffective.4Itmaytakeyearstoreachthecriticalpenetrationrate–evenifDSRCinstallationinnewvehiclesismandated.Meanwhile,whenthepenetrationrateislow,thereislittlebenefittoequippedvehicles,whichdiscouragesthepurchaseofDSRCunitsintheabsenceofamandate.BygeneratingpseudoBSMsfromradarsensors,wecangreatlyincreasethe“penetrationrate”aroundintersectionsforbothV2VandV2Iapplications.VehiclesequippedwithDSRCdevicesthatarewithincommunicationrangewillreceivethepseudoBSMsinadditiontoBSMsbroadcastbyotherequippedvehiclesinthevicinity.EquippedvehiclescanutilizethepseudoBSMsforcertainV2Vsafetyapplicationssuchasforwardcollisionwarning(FCW),emergencyelectronicbrakelight(EEBL),blindspot/lanechangingwarning,andintersectionmovementassist(IMA).Bytrackingapproachingvehicletrajectories,theinfrastructurecanidentifyvehiclesrunningredlightsandvehiclesinthedilemmazone.Asaresult,equippedvehiclescanalsobenefitfromV2Isafetyapplicationssuchasredlightviolationwarninganddilemmazonewarning.Inadditiontosafety,pseudoBSMscanalsobeutilizedtoimprovemobilityatintersections.Comparedtotraditionalloopdetectordata,vehicletrajectoriesfrompseudoBSMsprovideasubstantiallymorecompletepictureoftrafficconditions.Withthetrackingabilityof32vehiclesfromasingleapproach,thepenetrationratecanbeeasilyincreasedtomorethan50%whereexistingconnectedvehicle-basedtrafficsignalcontrolalgorithms5canbeimplementedtoreducetrafficcongestion.User Experience to On Demand Mobility TheUnitedStatesisexperiencingatransitionfromanerawherecarownershipwasthebestpredictorofupwardssocialmobilityandasymboloffreedom,toaperiodwheremillennialsarefullycomfortableinusingsharedmobilityservicesandtransitsystemsandinnotowningacar.Amovetoon-demandmobility,andinparticularservicesaddressingthefirst/lastmileproblem,hasthepotentialtotransformmobilityinfundamentalwaysthatcouldnothavebeenenvisionedevenafewyearsago.Integratingmobilitywiththerider’sonlineexperiencewillbecritical:recurrenttripsshouldnotrequiremorethanoneclick,premiumservicesshouldbeavailabletothoseridersnotcomfortablewithridesharing,andincentivesandpricingmechanismsshouldbeavailabletoencouragebetterutilizationoftheservices.Evenmoreimportantperhaps,mobilitymustbeintegratedwithsocialmedia:inordertobuildtrustinnovelmobilitysystems,ridersanddrivermustbeabletosharetheirexperienceinrealtime.

4Day,C.M.andD.M.Bullock,Detector-FreeSignalOffsetOptimizationwithLimitedConnectedVehicleMarketPenetration:AProof-of-ConceptStudy.TransportationResearchRecord,Vol2558,pp.54-65.2016.5Feng,Y.,K.L.Head,Khoshmagham.AndZamanipour,M.AReal-timeAdaptiveSignalControlinAConnectedVehicleEnvironment.TransportationResearchPartC:EmergingTechnologies.V55.pp.460-473,2015


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ThemobilityservicesdeployedinAnnArborthroughtheAAIMSprojectwillallowustoexamine,forthefirsttime,theimpactofanovelon-demandtransitsystemsonmodechange,includingthereductionthenumberofcarsinhouseholdsandthepressureonparkingstructures.DatafromAAIMSwillrevealthepreferencesofentiresegmentsofthepopulation,andhowtobestincentivizethem,usingA-Btests,tomaximizeadoptionandtheoverallefficiencyofthesystem.Similarly,thedatawillelucidatetheroleofsocialmediaintheadoptionandtheperceptionofthesesystems,thedegreeoftolerancetotransfersandridesharingdetours,andthebenefitsofreducedwaitingtime.Finally,AAIMSwillalsoprovideameasureofhowanon-demandtransitsystemchangesthefabricofsocialinteractionsbymakingitsimplerforpeopletomeet,collaborate,andattendeventsthattheywouldnottraveltootherwise.Suchmeasureswillalsorevealhowcitiesmaychangethroughmoreadvancedandeffectivemobilityservices.Transit Signal Prioritization Traditionaltransitsignalpriority(TSP)usesloopdetectorsorvehicle-basedsignalemitterstorequestserviceina“check-in/check-out”method.Usually,thefirst-in-first-out(FIFO)strategyisadoptedwhenmultipletransitvehiclesarriveatoneintersectionatthesametimefromconflictingmovements.Thismaynotbethebestsolution.Moreover,currentprioritysystemscan’tdifferentiatetypesofvehicles,prioritylevels,vehicleroutesandvehiclestatus;theymerelyprovidethesamepriorityforalltransitvehiclesatalltimes.WeproposeanewTSPsysteminAnnArbor’sconnectedvehicleenvironmenttoconsidertransittype,operationschedule,numberofpassengers,etc.Whenatransitvehicleapproachesanintersection,itwillsendpriorityrequestmessagesviaDSRCthatincludemuchmoreinformationthanjustanarrivalnotification.Datasuchasvehiclestatus(location,speed,acceleration,heading,etc.),estimatedtimeofarrival,requestedsignalphase,prioritylevel,numberofpassengersonboard,andwhetheritisbehindschedule,canallbeusedtodeterminewhetherandhowtograntprioritytoeachtransitvehicle.Forexample,anearlybuswithafewpassengersmaynotreceivepriority,whileafullandlatebusmay.TheproposedTSPsystemcanalsobeintegratedwiththedynamictrafficcontrolsystemdiscussedbelow.Combinedwithcurrenttrafficconditionsestimatedfromtrajectorydataofothervehicles,ajointtrafficcontrolstrategycanprovideprioritytotransitvehicles,whileminimizingnegativeimpactsongeneraltraffic.Theproposedconnectedvehicle-basedtransitprioritysystemwillprovidemoreefficientandaccuratecontrolbasedoncurrenttrafficconditionsandotherfactors.AspartoftheAACVTE,152transitbusesfromtwotransitagenciesarealreadyequippedwithDSRC.AAIMSwillresultindeploymentofTSPonmultiplecorridorsinAnnArborwheretransitvolumesarealreadyveryhigh–particularlybetweenregionsoftheUniversitycampusandwhereeffortsarebeingmadetoreducethenumberofvehiclesenteringtheCitybyencouragingcommuterstoleavetheirvehiclesatPark&Ridelocations.TheAAIMS’TSPdeploymentwillincludeaminimumofthreecorridors(refertoFigure2):


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• Thefirstcorridorisanintercityroutebeginning12milesfroma200-spacePark&Ridelotlocatedoffamajorhighway(US-23)northofAnnArborandterminatingonsurfacestreetsnearthemedicalcenter.TSPdeploymentwilladdresssignificantcongestionassociatedwithcommutertraffic.

• Thesecondcorridorisatwo-mileintra-cityroutethatlinkstheUniversity’snorthandcentralcampuses,wherecurrentlythereisanaverageofonetransitbuseverythreeminutes–everytwominutesduringpeaktraveltimes.Becausethetransitdemandoftenexceedssupplyonthisroute,TSPwillenableincreasedridershipoverafixedtimeperiodusingthesamenumberofbuses.

• Transitonthethirdcorridorincludesamixofcommuterandintra-citytravel.ThiscorridorbeginsataPark&RidelotlocatedoffofUS-23onthenortheasternedgeofthecity,extendsfourmilesandpassesthroughseveralneighborhoodsalongtheroutetotheUniversity’smedicalcenter.

Dynamic Traffic Control Manyexistingtrafficsignalcontrolsystemsrelyuponfixed-locationvehicledetectionsensors,e.g.,loopdetectors,toprovideinputstothecontrolmechanisms.Installationandmaintenanceofthesedetector-basedsignalsystemsiscostly,andtheyarepronetofrequentdetectorerrorsandfailures.Asaresult,manyexistingtrafficsignalsaresimplyoperatedasfixed-timecontrol.TheUniversityhasdevelopedadynamictrafficsignalcontrolapproachusingcrowd-sourcedvehicletrajectorydata,andAAIMSwillallowtheUniversitytodeploythistechnologyinAnnArbor.OneoftheadvantagesofthissystemisthatitcanbeimplementedinverylowDSRCpenetrationrateenvironments(e.g.under5%),whichisespeciallysuitableattheearlystageofconnectedvehicledeployment.IntheAAIMSproject,crowd-sourcedvehicletrajectorydatawillbegatheredthroughBSMsbroadcastfromDSRC-equippedvehiclesaswellaspseudoBSMsgeneratedbyRSUsatintersections.Utilizingvehicletrajectorydata,anintegratedplatformforevaluationandoptimizationoftrafficsignalshasbeendevelopedwiththreemainfunctionalities:trafficdemandestimation,performanceevaluation,andsignaltimingoptimization.6Fortrafficdemandestimation,thesystemcanapproximatetrafficvolumesofallmovementsatintersectionbyleveragingcyclictrafficpatternsbasedontrajectoryandsignalstatusdata.Fortheperformanceevaluation,thesystemcandetectcongestionandassesscoordinationqualityalongsignalizedroadstofindpotentialareasforimprovement.Forexample,Figure5showsthevehicletrajectorydataforeastboundvehiclesarrivingattheintersectionofGreenRoadandPlymouthRoadfromtheSPMD.Thearrivalpatternsshowthatabout75%ofvehiclesarrivedattheintersectionwhenthesignalwasred,whichindicatesapotentialopportunityforoffsetadjustment.Forsignaltimingoptimization,ahierarchicaloptimizationprocessisdevelopedtoimprovesettings,includingtimingplanschedule,networkzonepartitioning,aswellascyclelength,greensplitandoffset.Basedontheoptimizationprocess,trafficsignalscanbeadjusted

6Zheng,J.andLiuH.X.EstimatingTrafficVolumesforSignalizedIntersectionsUsingConnectedVehicleData.TransportationResearchPartC:EmergingTechnologies.V79.Pp.247-362.2017


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dynamicallyinresponsetotrafficdemandvariation.Withtheabilitytoeliminatedependenceofthetrafficsignalsystemonfixed-locationtrafficsensors,theproposedsystemwillbeextremelybeneficialtoenablingtrafficmanagementagenciestocost-effectivelyimprovetrafficsignaloperation.

Figure5:VehicleTrajectoryDatafromSafetyPilotDeploymentProject

US-23 Flex Route Connected Infrastructure Integration and Shuttle Deployment Everyday,anaverageof60,000to65,000vehiclestravelUS-23betweenAnnArborandSilverLakeRoad.Congestionanddelaysarecommon,especiallyinthesouthbounddirectionduringthemorningpeakhoursandthenorthbounddirectionduringtheeveningpeakhours.Tolessentheimpactsofheavydirectionalcommutertravelpatternsandtopromotesafety,MDOTismakingseveralimprovementstothecorridor–themostsignificantofwhichistheinstallationofaFlexRoutesystemtomanagepeak-hourtrafficcongestion.ThenewFlexRoutesystemisalanecontrolsystemwithahard-runningshoulderthatusescamerasandelectronicmessageboardstoletdriversknowwhenthehard-runningshoulderisavailableforuseduringmorningandafternoonpeaktravelperiods.TheFlexRoutesystemismonitoredbyMDOT’sStatewideTransportationOperationsCenterthroughtheirITSnetwork.TheAAIMSprogramwillbuildupontheFlexRouteprojectbyfurtherupgradingthiseight-milehighwaycorridorwithRSUsthatareintegratedintotheFlexRoutesystemandmountedonexistinggantries.BecausemuchofthepeaktrafficisassociatedwithcommuterstoorfromtheUniversity,coordinationoftheexistingconnectedvehicleinfrastructureinAnnArbor,thenewRSU’sontheUS-23corridorandtheFlexRoutesystemwillconsiderablyimprovemanagementofthetrafficenteringandexitingthecity.Datafromprobevehicles,aswellason-streetRSUs,canbeusedtocoordinateboththehard-runningshoulderavailabilityandroutesuggestionstotheelectronicmessageboardsalongUS-23.AdditionalequipmentwillincluderadarsensorsinstalledalongmajorarterialswheretheUS-23corridortrafficentersthecity(NorthMainStreetandPlymouthRoad).DetectionofsignificantcongestionbyradarlocatednearUS-23offramps,alongwiththedatafromtheconnectedvehicleinfrastructureonthehighway,willbeusedwiththedynamictrafficcontrolsystem(describedabove)tomanagetrafficflowonUS-23aswellassignaltimingonmajorsurfacestreetswhichUS-23trafficspillsonto.


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TheAAIMSprogramwillalsoestablishashuttleservicealongtheUS-23corridortotheUniversity’smedicalcomplexfromanewPark&RidelotatEightMileRoad-installedaspartoftheUS-23upgrades.Thisshuttleisintendedtoalleviatecongestionalongtheroute(US-23andsurfacestreets)throughacombinationofdynamicandfixedrouteserviceofferingsthatwillintegratewiththeconnectedinfrastructuretechnologytoprovidemeasurablepositiveimpactsoncongestion.Theshuttleservicewilloperateonafixedscheduleduringpeakhours,withtheshuttlesservingasprobevehicles,andasanon-demanddynamicrouteserviceatoff-peakhoursbetweenthemorningandafternoonpeaks.ItwillspecificallyserveUniversityemployeesworkinginandnearthemedicalcomplex.ThesurfacestreetcorridorsutilizedbytheshuttlewillbeequippedwithTSP(describedabove)tominimizeshuttletraveltimes.Theshuttleservicewillalsoalleviateparkingcongestionaroundthemedicalcomplexbyasmanyas200parkingspaces.ShuttlestopswillcoincidewithUMTransitandAAATAstopsinadditiontofixeddestinations.FordSmartMobility’sexistingshuttlesolutionsandvehicleswillmaximizethebenefitsofshuttledeploymentintheAAIMSprogram.Theirexperiencewillcontributesignificantexpertiseintheareasofsolutionengineering,operationandcustomerexperienceoftheshuttleservice.Ford’sexistingandadvancinganalyticandmodelingcapabilitiesareproven,andtheircontributionswillresultonarobustshuttledeploymentsolution.FurtherimpactsofofferingtheshuttleforemployeesattheUniversityincludeimprovedqualityoflifefortheridershipandpositivelyimpactinghospitaloperationsthroughthereductionofstaffovertimeandmoretimelystaffingthatarecurrentlyinterruptedbycongestionandparkingdifficulties.Theresultinganalyticscapabilitiesandoperationaldeploymentsolutionswillprovideatemplatethatcanbereplicatedacrossmanyotherurbanenvironments.Performance Metrics Theperformanceimprovementsareeasilymeasured,andinclude:

• Improvedlevelsofserviceonaffectedcorridorsanddecreasedtraveltimes• Improveduserexperienceofthetransitsystem• Decreaseddelaysandwaittimesatintersections,particularlyfortransitonTSP

equippedcorridors• Increasedavailabilityofparkingnearthemedicalcomplex• Reducedcongestiononequippedcorridors

Thesafety,mobility,andenvironmentalbenefitscanalsobequantifiable:• Decreasedintersection-relatedcrashes• Decreasedincidentsofpedestrianinvolvedcrashesandnearcrashes• Decreasedtransitfuelconsumption,andrelatedemissions

2. Project Plan Theteamleadershipiscommittedtoon-timedeliveryofresultsthatmeetorexceedU.S.DOT’sexpectations.Theteamwillemploygenerallyacceptedprogrammanagementpractices,suchasthosecontainedintheProgramManagementBookofKnowledge(PMBOK).UMTRIemploysan


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in-housecertifiedprogrammanagementprofessional(PMP)whohasdevelopedreliabletoolsandmethodstoexecutethesepractices.TheseweredevelopedandusedfortheRoadDepartureCrashWarning(RDCW)FieldOperationalTest;theIntegratedVehicleBasedSafetySystems(IVBSS)FieldOperationalTest,theSPMD;andcontinuestobeusedwiththeAACVTE.Foreachofthesesuccessfulprograms,lessonslearnedweregatheredandintegratedintotheexistingtoolsandmethodsimprovetheirrobustnessforthenextprogram.Overthecourseofthisexperience,techniquesweremodifiedfortheresearchprojectenvironment,andthesetoolscanbeusefultothepartners.ThePMPwilloverseeadherencetoPMBOK,resolveissues,andmonitorandcontroltheprogram.

Aprogrammanagementplanwillbedeliveredthatincludes:definitionofscope;developmentofaworkbreakdownstructure(WBS);andaresultingscheduleandbudget.Othercomponentsoftheprogrammanagementplanincludeaqualityplanasapplicable,riskmanagementplan(riskregisterandriskresponseplans),andahumanresourcesplan(identificationofteammembers,rolesandresponsibilities).EarnedvalueanalysistechniqueswillbeusedandthemetricsreportedtoNHTSAtoensurethattechnicalprogressandexpendituresareconsistent.

Deliverables and Milestones 2.1.Table1:DeliverablesandMilestonesbelowcapturesalldeliverablesandmilestonesfortheAnnArborIntegratedMobilitySystem.

Table1:DeliverablesandMilestones

DeliverableorMilestoneW=weekM=Month

ApproximateDueDate

Section508

Compliant?D/M

Kick-OffMeeting–Conductakick-offmeetingwithDOTatamutuallyagreeduponlocation

Within4Wafteraward No D

MonthlyProgressReports–submitprogressreportstodocumentactivitiesperformed,anticipatedactivities,andanychangestoscheduleoranticipatedissues.TheDOTPPPRtemplatewillbeused.TheProgramManagementPlanwillbeupdatedandsubmittedwiththePPPR.

Monthly

No D

Bi-weeklyprogrammanagementmeetingswithU.S.DOT Monthly No MReporttotheSecretary–submitreportdescribingdeploymentandoperationalcostscomparedtobenefits/savingsandhowtheprojecthasmettheoriginalexpectationsprojectedinthedeploymentplan.

Annually,beginningoneyearafteraward.

Yes D

EarnedValueAnalysisReport Semi-annually,beginning6Mafteraward

No D

QuarterlyBriefings–torotatebetweenWashington,DC Quarterly, No D


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andAnnArbor,MI beginning6Mmonthsafteraward

ProgramManagementPlan 2Mafteraward No D

DataManagementPlan 4Mafteraward No D

InfrastructureSitePlan 6Mafteraward No D

DefinitionofNorthCampusDeployments 6Mafteraward Yes D

BenefitsAnalysisofV2PReport 9Mafteraward Yes D

FullDeploymentforPedestrianDetectionInfrastructure 12Mafteraward No M

LessonsLearnedfromInitialNorthCampus(offPeak)DeploymentQ4Report

12Mafteraward Yes D

PseudoBSMPilotdeploymentandanalysiscomplete 15Mafteraward No M

TransitionfromParallelRoutestoFullImplementationReport

18Mafteraward Yes D

TransitSignalPrioritization(TSP)IntegrationReport 19Mafteraward Yes D

IntegratingConnectedVehicleResearchwithDynamicShuttleOperation

21Mafteraward Yes D

DynamicTrafficControlBenefit/CostAnalysisReport 21Mafteraward Yes D

OpenSourceCodeforTSP Projectend No D

Project Schedule 2.2.Thehigh-levelprojectscheduleisdepictedinFigure6.ThemasterschedulewillbedeliveredwiththeprojectmanagementplanandwillincludedetailedtasksassociatedwithdeployingAAIMS.

3. Organizational Structure TheAAIMSprojectwillbeaconsortiumbetweentheUniversityofMichigan,FordSmartMobility,andtheCityofAnnArbor,withtheuniversityservingastheprimecontractor.WithinUM,UMTRIwillberesponsiblefortheoverallprojectandcoordinationwiththeCollegeofEngineering.FordMotorCompanyandtheCityofAnnArborwillholdkeyleadershiprolesindeployingAAIMS.TheirleadershipwillensurethatAAIMSisfullyintegratedwiththeCity’scurrenttransportationsystem.Inaddition,thisspecificthree-partyconsortiumwillrealize


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Figure6:AAIMSHigh-LevelSchedule

ID Task Mode

Task Name Duration Start Finish Predecessors

1 Project Kick‐Off 0 days Mon 1/1/18 Mon 1/1/18

2 Program Management Plan 2 mons Mon 1/1/18 Fri 2/23/18 1

3 Upgrade Connected Infrastructure 400 days Mon 1/1/18 Fri 7/12/19

4 Infrastructure Site Plan 6 mons Mon 1/1/18 Fri 6/15/18 1

5 Install Pedestrian Detection Infrastructure 4 mons Mon 6/18/18Fri 10/5/18 4

6 Install US‐23 DSRC Infrastructure 4 mons Mon 6/18/18Fri 10/5/18 4

7 Install Pseudo BSM Infrastructure (Pilot) 4 mons Mon 6/18/18Fri 10/5/18 4

8 Updated Infrastructure Site Plan 6 mons Mon 10/8/18Fri 3/22/19 7

9 Install Pseudo BSM Infrastructure (Production Deployment)

4 mons Mon 3/25/19

Fri 7/12/19 8

10 Deploy Connected Vehicles 3 days Mon 1/1/18 Wed 1/3/18

11 Year 1 ‐ 500 1 year Mon 1/1/18 Mon 1/1/18 1

12 Year 2 ‐ 1000 1 year Tue 1/2/18 Tue 1/2/18 11

13 Year 3 ‐ 1000 1 year Wed 1/3/18 Wed 1/3/18 12

14 Integrated Corridor Management 581 days Mon 3/12/18Mon 6/1/20

15 Deploy dynamic shuttle system on North Campus in off‐peak hours

20 mons Mon 3/12/18

Fri 9/20/19 1FS+50 days

16 Deployment of on‐demand services in neighborhoods outside North Campus

18 mons Mon 5/14/18

Fri 9/27/19 1FS+95 days

17 North Campus full deployment in parallel with the existing system

6.5 mons Tue 1/1/19 Mon 7/1/19

18 North Campus full deployment with shorter, high‐frequency bus routes

12 mons Tue 7/2/19 Mon 6/1/20 17

19 US‐23 Flex Route, Connected Infrastructure, and Shuttles

300 days Mon 1/1/18 Fri 2/22/19

20 Integration with MDOT, City of Ann Arbor, and UMTRI back offices and traffic control systems

10 mons Mon 1/1/18 Fri 10/5/18 1

21 Incident, Weather, Event, and Work Zone Management Application Deployment

10 mons Mon 1/1/18 Fri 10/5/18 1

22 Shuttle Deployment 5 mons Mon 10/8/18Fri 2/22/19 21

23 TSP 161 days Mon 1/1/18 Mon 8/13/18

24 Integrate existing TSP algorithms in the Ann Arbor Traffic Control System

1year Mon 1/1/18 Mon 1/1/18 1

25 Test algorithms and fine tune for final release 6 mons Tue 1/2/18 Mon 6/18/1824

26 Deploy TSP 2 mons Tue 6/19/18 Mon 8/13/1825

27 Dynamic Traffic Control 784 days Mon 1/1/18 Thu 12/31/20

28 Data collection before deployment (for benefits analysis)

3 mons Mon 1/1/18 Fri 3/23/18 1

29 Update dynamic traffic control algorithms for input from CVs and Radar

6 mons Mon 1/1/18 Fri 6/15/18 1

30 Integrate with traffic control system 784 days Mon 1/1/18 Thu 12/31/20

31 M‐14/US‐23 and Main Street Corridor 6 mons Mon 6/18/18Fri 11/30/18 29

32 SPaT intersections (radar) 6 mons Mon 6/18/18Fri 11/30/18 29

33 CV data from RSUs 6 mons Mon 6/18/18Fri 11/30/18 29

34 Test algorithms and fine tune for final release6 mons Mon 12/3/18Fri 5/17/19 33

35 Fully deploy dynamic traffic control system 0 days Mon 5/20/19Mon 5/20/1934

36 Data collection after deployment 3 mons Mon 5/20/19Fri 8/9/19 35

37 Operation and Maintenance of AAIMS 784 days Mon 1/1/18 Thu 12/31/20

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significantbenefitsandenhancementsthroughtheconsortium’scollectiveexperience,knowledgefrompreviouslyconductedresearch,knowledgefromreal-worlddeployments,aswellastheexistingassetsthateachorganizationbringstotheAAIMSprogram.

TheconsortiumalsoincludesaffiliateorganizationsthatwillprovidesupportwiththeirexpertiseinthedeploymentofV2Xtechnologies.TheaffiliatedorganizationsaretheEconoliteGroup,WSP,MDOTandDelphi.TheentireteamwillworktogetherundertheleadershipofDr.JimSayerwhocurrentlyleadstheAACVTEandwastheleadoftheConnectedVehicleSPMD.

EachofthefunctionalelementstobeincludedinAAIMS,shownpreviouslyinFigure1,requireexpertisefromamultidisciplinaryteamtosuccessfullyachievethegoalofdeployment.Theteamhasthoroughlyconsideredtherolesandresponsibilitiesofeachorganization,aswellasspecificindividualsandtheirnecessaryskillsetsrequiredtocapturethetaskstobeaccomplishedandensuretheircompletion.Figure7depictstheorganizationalstructureoftheteam.

Figure7:OrganizationalStructureforAAIMS

TheteamwillbegovernedthroughUM’scontractsofficeutilizinganexistingagreementwithFordMotorCompany,administeredthroughtheUMBusinessEngagementCenter.Allparticipatingorganizationswillbeissuedaseparatesubcontractthatcanbeexecutedimmediatelyuponcontractaward.AmemorandumofunderstandingwillnotbenecessaryforAAIMSoperation.

Organizational Overviews and Key Personnel 3.1.AshortdescriptionofeachoftheorganizationsmakinguptheAAIMSconsortium,alongwithkeypersonnelareincludedbelow.FullresumesarecontainedinAppendixA.

UniversityofMichiganPrimeContractor

FordMotorCompanyPartner

CityofAnnArborPartner

Econolite

Affiliates

MDOT WSP

Delphi


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The University of Michigan 3.1.1.UMTRIhasconductedvehiclesafetyresearchinpartnershipwithNHTSAandtheindustryforover50years.MuchhaschangedsinceUMTRI’sfoundingin1965,astransportationandvehiclesystemshavebecomemoresophisticatedandcapable,asresearchissueshavebecomemorecomplexandinterdisciplinary,andasthetimelinesbetweenresearchprojectsandpolicydecisionshaveshrunk.Today,mostimpactfulresearchactivitiesareteameffortscomprisedofdiverseorganizationsanddisciplinesinacollaborativeeffort;partnershipsbetweengovernment,industry,andacademiaarecommon.

UMTRIisthrivinginthissetting,andhasdistinguisheditselfasatrustworthyandcapableorganizationthathasservedasprimecontractoronseverallarge,recentUSDOTprojects,eachofwhichhashadseveralpartners,andincombinationhadacombinedvalueofover$90M.Ineachinstance,UMTRIhasdeliveredhighqualityresultstotheU.S.DOTontime,onbudget,andontask.

• RDCW:TheIntelligentVehicleInitiativeRoadDepartureCrashWarningSystemFOT(2005)

• IVBSS:IntegratedVehicle-BasedSafetySystems(2010)• SPMD:SafetyPilotModelDeployment(2014)• AACVTE:AnnArborConnectedVehicleTestEnvironment(ongoing)

TheUniversityofMichiganisknownforitsresearchandabilitytosuccessfullydeployconnectedvehiclesandinfrastructure.WeunderstandwhatittakestoestablishandmaintainadeploymentasdemonstratedbybothSPMDandAACVTE.Thereisnoorganizationintheworldthathasasmuchexperiencewithconnectedvehicledeployments.


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Ford Motor Company 3.1.2.TheFordMotorCompanyisanAmerican-basedautomobilemanufacturer;itsFordmarqueclaimsthespotasthemostvaluableAmericancarbrand,andfifthmostvaluablecarbrandworldwide.Thecompanysoldover2.6millionvehiclesandgeneratedjustunder150billionU.S.dollarsinrevenuein2015.FordMotorCompanyhas67facilitiesworld-wideandemployees199,000.InMarch2016,FordMotorCompanyannouncedthecreationofFordSmartMobilityLLC,anewsubsidiaryformedtodesign,build,growandinvestinemergingmobilityservices.FordSmartMobilityLLCispartofFord’sexpandedbusinessmodeltobebothanautoandamobilitycompany.Thecompanyiscontinuingtofocusonandinvestinginitscorebusiness–designing,manufacturing,marketing,financingandservicingcars,SUVs,trucksandelectrifiedvehicles.Atthesametime,FordaggressivelyispursuingemergingopportunitiesthroughFordSmartMobility,includingoureffortstobealeaderinconnectivity,mobility,autonomousvehicles,thecustomerexperienceanddataandanalytics. Forover20yearsFordMotorCompanyhasbeenworkingastheprimecontractorwiththeDepartmentofEnergyonsuccessful,research&development,cooperativeagreements.Wehavealsoenteredintoagreements,astheprimecontractor,withDepartmentofTransportation.AgreementNumber


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DTNH22-C-00214,entitled“ResearchindevelopingperformancetestsandcriteriaforRechargeableEnergyStorageSystems”andAgreementNumberDTNH22-H-00011,entitled“AdvancedCrashAvoidanceTechnologiesProgram”arethe2mostrecentawards.

City of Ann Arbor 3.1.3.TheCityofAnnArborhasahistoryofprogressivetransportationsystemsplanning,withafocusonimprovingsafety,environmentalstewardship,optimizingsystemoperations,andprovidingmulti-modalopportunities.Inordertoenhancetrafficoperationsoftheexistingroadwaynetwork,theCitybegansystematicallyinstallingafiber-optictrafficsignalnetworkin1998.Nowencompassingover150trafficsignalsandgrowing,thissystemenablescentralizedcontrol


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ofsignaloperationsalongkeycorridorsthroughouttheCity.ManyofthesecorridorshavebeenincorporatedintotheCity’sSplitCycleOffsetOptimizationTechnique(SCOOT)adaptivesignalcontrolsystem,whichisanadvancedsignaloperationtechniquethatcontinuallyanalyzestrafficflowdataandoptimizesoperationsbasedonreal-timeconditions.Keypersonnelinclude:

•

DelphiisaTier1suppliertotheglobalautomotivemarket,withover$15Binannualrevenue.Asoneoftheworld’slargestvehiclecomponentmanufacturers,Delphiisaleadingglobalvehiclecomponentsmanufacturerandprovideselectricalandelectronic,powertrainandactivesafetytechnologysolutionstotheglobalautomotiveandcommercialvehiclemarkets.Theircustomersincludeall25ofthelargestautomotiveoriginalequipmentmanufacturers(OEMs)intheworld.With170,000globalemployeesoperating126majormanufacturingfacilitiesand14majortechnicalcenters,Delphiutilizesaregionalservicemodeltoefficientlyandeffectivelyserveglobalcustomers.Delphihasapresencein44countriesandover19,000scientists,engineersandtechniciansfocusedondevelopingmarketrelevantproductsolutionsfortheircustomers.Keypersonnelinclude:


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•

Econolite Group 3.1.4.Econolitehasbeenarecognizedleader,innovator,manufacturerandsupplieroftransportationmanagementsolutionssincethecompany’sinceptionin1933.Econolite’sportfolioofproductsolutionsincludestrafficmanagementandmaintenancemanagementsoftware,vehicledetection,vehicleandpedestriansignals,trafficcontrollersandcabinetstoreducetraveltimes,mitigatecongestion,enhancesafetyandincreasetheefficiencyoftransportationoperations.Econolitehelpedestablishtheindustrystandardsthatsetthegroundworkforthetechnologicaladvancementsofconnectedvehicles,especiallyforthevehicle-to-infrastructure(V2I)communicationwithcontributionstoSAE(J2735/J2945),theITEConnectedVehicleTaskForce,andtheV2IDeploymentCoalitionwheretheyhavetakenleadershippositions.Econolitehasbeeninvolvedwithmultipleconnectedvehicledeployments,including:deploymentofITSsystemsintheMcitytestfacility;deploymentofSignalPhaseandTiming(SPaT)equippedcontrollersaspartoftheSPMD;MMITSSPooledFundStudywiththeUniversityofArizonaandPATH;andtheBattelle-ledSPaTInterfacedevelopmentandnowV2IReferenceImplementation.KeyPersonnelinclude:

•


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WSP: 3.1.5.WSPhasbeenworkingwithkeyplayersacrosstheworldtobetterunderstandtheimpactofconnectedanddriverlessvehiclesonlocalenvironments.WSPpartnerswithstateandlocaltransportationagenciestodeterminewheretheyaretodayandwheretheywanttogowithrespecttotheseadvancingtransportationtechnologies.WSPoffersstrategicandoperationalguidancecoveringnumerouskeyareasincluding:currentstateofconnectedandautomatedvehicletechnology;newmobilityservicesandassociatedactivities;public-privatepartnershipsforpilottestingandtechnologydevelopment;andlong-rangepoliciesandplanssupportingstrategic,financialandoperationsplanning.WSPwas,andcontinuestobe,akeypartnerwiththeUM,theCityofAnnArborandMDOTinthedevelopmentoftheSPMDandtheAACVTE.Keypersonnelinclude:

•


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•

Michigan Department of Transportation: 3.1.6.MDOTisoneoftheoriginalmembersoftheUSDOT’sNationalWorkingGroupaddressingconnectedvehicleissuesandtheAASHTOworkinggroupdevelopingconnectedvehicledeploymentscenariosfortestbedsandpublicapplications.Duringthelastseveralyears,MDOThasbeenexpandingitsdeploymentofconnectedvehicleassetsandtechnologies.ThisincludesDSRCandWi-FitestbedsalongseveralcorridorsinSoutheastMichigan.MDOThasinitiatedseveralresearchanddeploymentprojectsincludingtheDataUseAnalysisProcessing(DUAP)projectlookingathowconnectedvehicledatacanchangethewayaDOTdoesbusiness.OtherMDOTconnectedvehicleprojectsinclude;amulti-Phase/communicationSignalPhaseandTimeproject,SlipperyRoadsDetectionSystem,Vehicle-basedInformationandDataAcquisitionSystem(VIDAS).AlloftheseprojectsdevelopedbyMDOTinpartnershipwiththeautomakersandaftermarketsuppliersprovidedatacollectionplatformsthatsupportDUAPandtheconnectedvehicleresearchanddevelopmenteffortnationwide.MDOTwillleverageitsexistingexperienceswithconnectedvehicletechnologies,andparticipateintheplanning,installation,technicalsupport,andoutreachoftheentireprogram.Keypersonnelinclude:

•


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Primary Point of Contact 3.2.Dr.JamesSayer,UMTRIDirectorwillbetheprimarypointofcontactfortheAnnArborIntegratedMobilitySystem.Hiscontactinformationisbelow.

2901BaxterRoad OfficePhone:(734)764-4159AnnArbor,Michigan48109-2150 MobilePhone:(734)730-4747Email:[email protected]


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AppendixA–Resumes

UniversityofMichigan|FordMotorCompany|CityofAnnArbor


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project name ann arbor integrated mobility system (aaims ...the city of ann arbor is a socially,...

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