# Presentation: 540631

## Transit IVI Technology Applications

- John Inglish
- General Manager
- Utah Transit Authority
- June 25, 2003

## Overview

- Transit IVI Highlights
- Current Activities
- New Activities
- Future of Transit IVI
- Final Thoughts

- June 25, 2003

## Transit IVI Highlights

- Preliminary Specifications developed for Forward Crash Warning and Side Crash Warning and Integrated Crash Warning
- 100 Bus study of Side Obstacle Detection completed with driver evaluation of the interface
- Rear Impact CAS has developed improved conspicuity of the bus and algorithms for alerting the following driver
- Pioneered efforts in the area of pedestrian detection

- June 25, 2003

**Notes:**
Transit IVI is successfully adapting Heavy Truck technology to Transit for FCW & SCW.
The two teams have joined forces to provide an integrated system that provides better capabilities than the two systems by themselves. 
The 100 Bus study in Pittsburg provided proof of concept, again adapting HT technology to the Transit environment. It also provided feedback for the design of a second generation Driver Vehicle Interface that is currently being tested.
There is a substantial problem with a bus being stuck from the rear by another vehicle. By selectively increasing the conspicuity to the following driver, RICAS should provide an effective countermeasure.
SCW is pioneering pedestrian detection to provide complete safety for those both on and off the bus. 

## Current Activities

- Forward Collision Warning
- Side Collision Warning
- Side Obstacle Detection
- Rear Impact

- June 25, 2003

## Forward Collision Warning System

- Project Partners
- FTA, CalTrans, CalPath, Samtrans
- Technology
- Eaton-Vorad FCW
- System developed for Heavy Trucks on the Highway
- Adapted to Transit Buses in Urban Setting
- Next Steps
- Test Driver Vehicle Interface in the NYC Transit simulator
- Incorporate into an Integrated Collision Warning System

- June 25, 2003

**Notes:**
This project developed FCWS Specifications and a prototype Driver Vehicle Interface
The radar based forward collision warning system developed by Eaton-Vorad for Heavy Trucks was modified to be effective in the congestion of the Transit environment. It was very challenging to modify the sensor system for the new environment but the technology transfer was effective.
The Forward Collision Warning system is now being refined and incorporated into a system that integrates forward and side collision warning systems. 

## Side Collision Warning System

- Project Partners
- FTA, PennDOT, CMU RI, Port Authority Transit (PAT)
- Technology
- Developed by the CMURobotics Institute
- Next Steps
- Improve algorithms
- Incorporate into an Integrated Collision Warning System

- right side rear imminent warning and right side alert

- left side front alert

- June 25, 2003

**Notes:**
The Carnegie Mellon University Robotics Institute is developing a side collision warning system for Transit that will not only detect other vehicles but pedestrians as well to provide comprehensive warnings to the driver of all types of threats.

Bus side-collision warning systems need to deal with difficult environments:
Moving objects (cars, pedestrians, ...)
Tight clearances (inches to feet)
Large maneuvers (bus swinging out to make a sharp turn) 
This sets system performance parameters in many areas
Detect many kinds of objects
Track moving objects
Estimate future trajectory of objects
Predict path of the bus

The Driver Vehicle Interface is still being finalized but will provide both Alerts of nearby threats and Imminent warnings of immediate threats.
This system is being combined with Forward Collision Warning to produce an Integrated Collision Warning System

## CMU Surround Sensing

- Left-side laser rangefinder

- Right-side laser rangefinder

- Curb tracking and lookahead

- Vehicle speed, roll, pitch, location

- Local map

- June 25, 2003

**Notes:**
The next two slides show the implemented test system, first as a static image then as a video on the second slide
The system tracks fixed and moving objects on the right and left of the vehicle (shown by the yellow overlay lines); 
The system tracks and predicts the location of the curb (shown by the white and blue line) to determine if pedestrians are on the sidewalk. Those on the sidewalk are much more predictable than pedestrians in the street.
Current vehicle motion (speed and turning radius) is measured to predict where the vehicle will be;
If the predicted vehicle location and a predicted object location give a high probability of a collision, we set off a graduated series of alarms, shown by a red square popping up on the map display as can be seen in the video (next slide).

## CMU Side Sensing

- June 25, 2003

**Notes:**
Double click to play movie. Let it run to the end.
The top frames are the left and right side of the bus. On the lower right is an animation of what the sensors are seeing. The blue line represents the roadway edge or curb.  Notice how effectively the system detects a pedestrian stepping into the roadway just after the bus passes a crossway. A red box on the animation represents the pedestrian as there is a potential collision with the bus. 

## Side Obstacle Detection System

- Project Partners
- FTA, PennDOT, Port Authority of Allegheny County, Clever Devices
- Technology
- Sensors developed for Heavy Truck
- Applied to Transit Buses
- Next Steps
- FOT to determine effectiveness

- June 25, 2003

**Notes:**
The first projects, know as the 100 Bus study, adapted side obstacle detection system from Heavy Trucks to the Transit environment.
The lessons learned from that project are now being applied in a smaller study consisting of a second generation system that is retro fitted to 5 buses and installed by an OEM on 5 buses. This will not only provide more data as an FOT on the effectiveness and acceptance of the system but give insights into the challenges for an OEM to incorporate a SODS into it’s production system.

## Rear Impact Collision Warning

- Project Partners
- FTA, Ann Arbor Transit, Veridian Engineering, California PATH
- Technology
- FCW sensor from CAMP work installed in the rear
- Track approaching vehicles and illuminate light bar
- Next Steps
- Conduct FOT to determine effectiveness
- Assess steps needed for commercialization

- June 25, 2003

**Notes:**
Frequently Transit Bus crashes occur when the bus is struck from the rear by another vehicle. In an effort to increase the conspicuity of the bus a light bar was developed to alter a following driver that the bus is slowing or stopped. A forward collision sensor that was developed by the Crash Avoidance Metrics Partnership was modified to be mounted on the rear of a bus and track approaching vehicles. When it is determined that the approaching vehicle speed is too high the light bar is illuminated to warn the driver. 

## New Activities

- BRT Lane Assist Technology
- Human Factors Research

- June 25, 2003

## BRT Lane Assist Technology

- Project Partners
- FTA, Metro Transit, University of Minnesota ITS Institute other BRT Consortium Partners
- Current Status
- Researched available technologies for lane assist systems and developed requirements
- Assessed those technologies that meet requirements
- Identified human factors issues
- Compared lane assist technology to technologies required for precision docking
- Next Steps
- Publish a system requirements report

- June 25, 2003

**Notes:**
The Minnesota project has demonstrated the feasibility of using the roadway shoulders for buses.

## University of Minnesota (1)

- June 25, 2003

**Notes:**
Double click to play. Click again to stop.
Driving on shoulder with lane assist. Driver is not steering.

## University of Minnesota (2)

- June 25, 2003

**Notes:**
Double click to Start. Click again to stop. Upper right frame is real time animation of the drive.

## Human Factors Research

- Development of Driver Vehicle Interface (DVI) for
- Forward Collision Warning
- Side Collision Warning
- Integrated Warning
- Side Obstacle Detection
- Examination of Impact of Stress on Transit Drivers
- Simulator Testing of DVI

- June 25, 2003

**Notes:**
Human Factors research has focused on how to effectively warn a Transit driver of various threats to the safety of the bus and its passengers
The impact of stress on the driver has also been examined to determine how it can be lessoned
The characteristics of a good driver vehicle interface must be determined 

## Human Factors Findings

- Driver Needs
- Distinctive Warning Signal
- Within Normal Visual Scan
- Minimal False Alarms
- Does not Disturb/Alarm Passengers
- Reduce Stress, Fatigue & Workload

- June 25, 2003

**Notes:**
Human Factors focuses on human capabilities and limitations with in the system. Identifying the desired characteristics of warnings is the first step in developing effective Driver Vehicle Interfaces for warning systems

## Lane Assist Study on Driver Stress

| Driving Task Stressor | Driving Environment Stressor |
| --- | --- |
| Drive bus | Constrained driving position |
| Supervise passenger area | Vision and lighting |
| Supervise and control bus | Vibration |
| Comply with schedule | Climatic conditions |
| Bus stop services | Noise |
| Ticket selling and control | Traffic congestion |
| Passenger information services | Traffic hazards |
| Communication with depot | Road and lane geometry (conditions) |

**Main stressors for urban bus driving:**** **

- June 25, 2003

**Notes:**
It is estimated that approximately 20% of the time involved in bus operations is occupied with these non-driving tasks: servicing,
administration, and vehicle control. There are stresses related to the control of the bus and providing transit services.
There are stresses from both the internal and external environments. 

## Transit IVI Next Steps

- Complete Collision Warning Integration
- Provide BRT Integration
- Initiation of Lane Assist Development
- Plan for Lane Assist Validation

- June 25, 2003

**Notes:**
The ICWS project will finalize the specifications, install prototype systems on buses, and do field testing of the concepts
IVI technologies will not only enhance safety but will provide the technology to make BRT a reality and increase mobility
Lane Assist is a key technology for BRT and enhancing the capability of transit without extensive changes to the infrastructure
Validation is, of course, important to all new technologies to ensure they deliver on their promise

## Future of Transit IVI

**          ****FY |  98  |  99  |  00  |  01  |  02  |  03  |  04  **

**Rear End Collision Warning**

**Side Collision Warning**

**Lane Assist**

**Vehicle Diagnostics**

**BRT ****Integration**

**Front Collision Warning**

**Pedestrian Detection**

**Deployment**

**Research and **
**Development**

**Mainstreaming**

**Warning Integration**

**Operational Test**
**and Evaluation**

- June 25, 2003

**Notes:**
As Transit IVI matures, it changes from a research orientation to facilitating deployment and providing mainstream applications. From a focus primarily on safety, IVI will mature into a safe and efficient system that increases mobility as well and increases Transit ridership

## BRT Automation Workshop

- TRB Vehicle-Highway Automation Mid-Year Committee Meeting
- August 24 and 25, 2003
- San Diego, CA
- Demonstration of Caltrans, PATH technologies
- Workshop Goal: A 5-15 year research agenda for transit automation technology

- June 25, 2003

**Notes:**
An important event coming in August is the BRT Automation Workshop that is intended to create a long-term research agenda

## Final Thoughts

- Commercialization of Transit IVI technology has a well defined market
- Effectively leveraging other IVI activities
- SOD technology originally designed for trucks
- Tailored for use in transit environment

- June 25, 2003

**Notes:**
Unlike Light Vehicles where much IVI technology is either still under development or available only a limited number of very expensive vehicles, Transit IVI has a well defined market that needs the technology for safety and mobility
Transit IVI has successfully adapted technology originally developed for Heavy Trucks such as Side Obstacle Detection (SOD) reducing the development costs and speeding deployment

## Final Thoughts

- Technology must applied appropriately
- Focus our efforts on how technology can address specific problems
- Advance the Transit IVI program technology to increase mobility while enhancing safety

- June 25, 2003

**Notes:**
In many cases technology is applied simply because it is possible, such as internet service in a car, not because there is a proven demand
IVI Transit has based it’s technology development on a solid base of identified needs and appropriate responses.
IVI delivers enhanced mobility with increased safety

## More Information

- Federal Transit Administration
- 	Brian.Cronin@fta.dot.gov   (202)-366-8841
- ITS America Transit IVI SIG: www.itsa.org
- TRB Vehicle-Highway Automation Workshop: matthew.hardy@mitretek.org

- June 25, 2003