Emergency information and transportation control system

A system for providing transportation information to passengers during an emergency, such as a terrorist attack. The system links emergency responders, public transportation operations (including subways, buses and other mass transit systems), and network operations in a coordinated evacuation of a crowded metropolitan area. Information is provided to the public via system of networked kiosks and displays provided strategically throughout a city. In another embodiment of the present invention, the system provides transportation and routing information to passengers during a non-emergency.

BACKGROUND

1. Technical Field

The present invention relates to information management systems.

2. Background Information

As the United States learned on Sep. 11, 2001, quickly disseminating information to every level of government is essential to an effective government response during a crisis. However, saving the lives of those in proximity to the crisis can depend on the degree to which the municipal area surrounding the crisis is informed of the location of the epicenter of the crisis and the most efficient paths away from the center of the crisis. As some types of crises unfolds, the need to inform takes on a dynamic characteristic. For instance, the process of directing and shuttling members of the public away from the crisis center, is not one of simply filling all available buses and trains and moving people to safety. Complications arise when the role of rescue and other crisis personnel is considered. The ensuing rush of pedestrians away from the scene can block the access of firefighters, law enforcement officials, rescue workers and other personnel who need immediate access to the scene. Furthermore, personnel who are rushing to the scene must be informed of the crisis details in order to respond appropriately. A crisis in which the danger to the public persists or grows greater with the passage of time, such as a terrorist attack which takes place in stages over multiple metropolitan areas or a fire having the potential to spread from building to building in a crowded metropolitan area, merits a high level of urgency and a high level of population displacement. Crises which are easily circumscribed, such as a shooting in which the perpetrator is incapacitated immediately, or a disabled subway train, require a lower level of urgency and a correspondingly lower level of population displacement. Furthermore, the most efficient path of egress is dependent upon the location of an individual with respect to the crisis location, whether it be a subway stop or a bus stop; a stop downtown or a stop uptown. Moreover, as a crisis unfolds and egress begins, the optimal path of egress may change as routes which were clear at the beginning of the crisis become saturated with egressors.

Unambiguously informing the public and government/municipality entities of crisis details increases the ability of public transportation and thoroughfares to assist in the efficient evacuation of a municipal area. It stands to reason that a crisis response which directs members of the public with respect to the most efficient path of egress, whether by foot or public transportation, and which communicates to the public egress instructions with respect to maximum efficiency and existing public transportation resources will save many lives in the event of a disaster. Furthermore, a system which additionally has the capacity to update the instructions given to pedestrians and others at a given location such that the egress is can be choreographed, will reduce loss of life to an even greater degree.

To date, there is an urgent need for a system that provides for rapid, seamless information dissemination and management among multiple levels of government and agencies, as well as to the public. Moreover, there is a need for a system that provides street or mass transit level information to the public.

BRIEF SUMMARY

The present invention provides a system of kiosks, located in and around subway stops, bus stops, high rail platforms, and/or other loci of public transportation, having the ability to updatably inform the public of crises, as well as other non-crisis events such as concerts, festivals, etc., and direct the public with respect to the path of transportation which will most efficiently transport them to a safe zone, in the event of a crisis, or to their desired destination for other non-crisis events. The present invention also has the capability of informing the public in non-crisis times of routine travel information such as scheduled departures and arrivals, as well as optimum routes to given locations. In one embodiment, the present invention has an interactive function and can provide a member of the public with an optimum public transportation route to a desired location.

DETAILED DESCRIPTION OF THE DRAWINGS AND PREFERRED EMBODIMENTS

The “optimum path of egress” is the egress plan by which people at a given location can travel to a safe location in the most efficient manner. By “most efficient,” it is meant that the travel takes the person to the closest available zone of safety or desired location in the safest manner or in the least amount of time.

Note that the zone of safety is dependent upon the location of the crisis, and as the crisis evolves, the zones of safety may change. For instance, as a fire spreads and becomes close to a flammable storage facility, it may be necessary to re-evaluate the zone of safety locations. A given zone of safety can become overcrowded with displaced egressors and unable to accommodate additional volume.

The optimum path of egress may be composed of more than one leg, such as one or more subway legs interspersed with one or more bus and/or pedestrian legs. Furthermore, it may change as the crisis evolves. For instance, the optimum path of egress can change because the zones of safety may change with crisis evolution for the reasons given above. It should be noted that the invention actually manages the efflux of a large number people away from the crisis area. Thus at any given time, in one embodiment, an optimum path of egress for any given locus of public transportation will take into account overall features of the evolving crisis, and the plan given can be one in which is most efficient and/or safe, on a person average, in relocating the public to zones of safety. Thus, those members of the public who are in the most danger may be given the most direct route away from the crisis, while those who are at reduced risk may be given a route which is less direct and which does not involve the use of public transportation resources committed to those in the greatest and most immediate danger.

Please seeFIG. 1. The optimum path of egress is determined by the Secure Network Operations Center (SNOC)8. In a preferred embodiment, the SNOC8includes a database of predetermined optimum paths of egress (one optimum path of egress for each kiosk location) for a given set of crisis conditions and locations. The crisis conditions include crisis location, and can include public transportation ridership patterns, unit (a bus, a train, or other vehicle for public transportation) locations for the time of day at which the crisis is occurring; public transportation units and lines which are made nonoperational by the crisis, etc. The SNOC8matches the Optimum Paths of Egress stored in a database with the crisis conditions present at the time. The SNOC8obtains the crisis conditions from the bus, subway and other public transportation update databases, discussed below. In one embodiment, the SNOC8also receives update information from the kiosks which are located at public transportation loci. In this embodiment, each kiosk can collect information about the conditions at its locus, such as population density, deviations from schedule, etc, and transmit it back to the SNOC8through the Custom Secure Intranet System, either through input by an operator or some other means. In other embodiments, the optimum path of egress is calculated based upon the bus and subway inputs to the SNOC8and the databases such as schedules and ridership patterns, to which the SNOC8has direct or indirect access, as discussed below.

The SNOC8can receive real time crisis information which is updated at intervals or is continuously updated. In specific embodiments, the information and updates can be with respect to one or more of the following: crisis location, degree of potential for spreading to other specific populated locations, population patterns and densities as a function of time and place, bus, subway and train scheduled locations, as well as updated real time information with respect to the foregoing parameters as the crisis evolves. This information can come from any of a variety of sources. However, in preferred embodiments, the crisis update information comes from MISD, Homeland Security, the kiosks or the update databases. From the crisis update information and the update and other databases to which it has access, the SNOC calculates and/or identifies optimum path of egress updates or changes and transmits the updated information to the kiosks through the CSIS. The kiosks register the update and display the updated information.

The SNOC8is in two-way communication with the Custom Secure Intranet System (CSIS)6, and in a preferred embodiment, a firewall exists between them and access is subject to dual rotating passwords. The Custom Secure Intranet system (CSIS)6receives information from the SNOC8, including updates to the realtime databases such as the Bus Location Database and the Subway location database. The CSIS6coordinates the dissemination of information to, and in some embodiments, the receipt of information from, the kiosks at the public transportation loci.

While the SNOC8and the CSIS6can be proximally located with respect to each other, or even in the same location, locating them some distance from each other minimizes the chance that they will both be disabled by the same event, and enables the use of an effective strategy of redundant communication lines between them. In one embodiment, communications between the SNOC8and the CSIS6are transmitted over redundant communication lines. In further embodiments the redundant communication lines comprise one or both of wire and fiber optic. It is preferable that the redundant lines are in separate conduits which are spaced apart in order that in the event of disruption of a primary line or a secondary line, such as by a blown transformer or a terrorist attack, the likelihood of complete disruption of communication is reduced. In the above embodiments, the system has the ability to switch communications to the undamaged line.

The above strategy of redundant communication also extends to the communication lines between the SNOC8and the individual kiosks. In a preferred embodiment, these lines reach the kiosks via the CSIS6. Communication to the kiosks and other displays are essential to travel and emergency actions in that the kiosks and displays are the primary means of informing the public. The lines to the kiosks are subject to disruption by lightning, flood, fire, vandalism and sabotage. In one embodiment, the lines are fiberoptic.

In one embodiment, the switching between primary and redundant lines occurs as follows. In the case that the CSIS6receives no response from the kiosk over the primary line after a given number of tries, it begins to switch between primary and redundant lines at a given rate. If a kiosk has not received a signal from the CSIS6after a given number of tries, it also begins to switch between lines at a different rate. Because the CSIS6and kiosk are switching at different rates, they will eventually “see” each other. Once the entire signal is received, the CSIS6and kiosk will establish communication via lines which are operational.

The kiosks are connected to the CSIS6, and in one embodiment, communication between the kiosks and the CSIS6requires the use of rotating passwords. In one embodiment, the communication connection to the kiosks is fiber and/or copper at speeds in the range of from about 1.25 to 3.25 Mbps. In another embodiment, the speed is in the range of from about 1.5 to about 3.0 Mbps. In yet another embodiment, the updates to the kiosk information is provided in a background mode. The updates can be easily performed during operating hours without interrupting the kiosk interactive function. In another embodiment, alerts can be sent as short binary words, reducing the need for bandwidth.

In other embodiments, some or all of the communications between the SNOC8and the CSIS6and the kiosks are encrypted, with any or all information and responses from the kiosk encrypted as well. In such a case, the associated personnel would have access to the codes and encryptions.

In order to best respond to any transportation or emergency situation, the kiosks must be able to receive all information from the SNOC8, the City Command Center and, in an embodiment Homeland Security (HC)2. The information can be acquired from a single feed, such as from the CSIS6, or a separate feed from each of the three. In a preferred embodiment, all communications from each of the three agencies are communicated to the CSIS6. From the CSIS6, the appropriate information is sent to the appropriate kiosk. In one embodiment, the kiosks additionally receive information which is sent to subway LCD displays50and speakers56. Thus the kiosks, displays and speakers can operate in a coordinated and uncontradictory manner and sequence.

The Transit Operation Center (TOC)4functionality accesses information from static sources, including, but not limited to a city grid map; databases containing route information (including but not limited to stations, expected arrival and departure times), information pertaining to the type of transport (including but not limited to bus, train, subway, carrying capacity), and information relating to both (including but not limited to safe speeds and maximum speeds at particular locations). In one embodiment, the TOC4can access information from one or more of the following: a subway location database, a bus location database, and a citywide grid map.

The TOC4has the ability to receive updated information from the SNOC8. The TOC4receives real-time information in the form of updates to some or all of its information parameters through the SNOC8. Updates include updates to bus, subway and other transportation mode parameters such as position, operating routes, carrying capacities, location of carrier, operational stations and stops, etc. Thus, in the event of a crisis, the intercommunication between the TOC4, Homeland Security (HS)2and the SNOC8ensures that HS2receives up-to-date information about a crisis and its evolving impact on the municipal transportation system, even if the crisis effects a severance between any two of the three elements. For instance, severed communication between HS2and the SNOC8or between HS2and the TOC4does not prevent the HS2from acquiring updated transit information, and in general, the system will function as long as one of the three can act as a bridging functionality. as well as having a redundant line of access to evolving n independent source of transit update information, in the event that the crisis effects a severance of communication between the TOC4and the SNOC8, or between HS2and either the TOC4or the SNOC8.

The invention is described with reference to the drawings in which like elements are referred to by like numerals. The relationship and functioning of the various elements of this invention are better understood by the following detailed description. However, the embodiments of this invention as described below are by way of example only, and the invention is not limited to the embodiments illustrated in the drawings. It should also be understood that the drawings are not to scale and in certain instances details have been omitted, which are not necessary for an understanding of the present invention, such as conventional details of fabrication and assembly.

As illustrated inFIG. 1, in one embodiment of the present invention, a system10is disclosed for providing transportation information to passengers during an emergency, such as a terrorist attack. The system10links the Department of Homeland Security2, transit operations centers4(including subways, buses and other mass transit systems), and network operations centers8. Information is provided to the public via a custom secure intranet system6, which is linked to networked kiosks18provided strategically throughout a city. During non-crisis periods, the system10can be used alternatively to provide transportation information to passengers.

As illustrated inFIG. 1, the transit operation center4is networked and in communication with a bus location database22, a subway location database26, and, optionally databases associated with other modes of transportation, such as light rail. The location databases22and26are configured to provide real-time information regarding the locations of buses and subways, respectively. The information includes parameters, examples of which can include the number of units (bus, train, etc.) running, identification of the particular unit, route maps, stop locations, expected or estimated arrival times, even expected or estimated speeds along specific portions of a given route. This information is relayed to the Department of Homeland Security2, the network operations center8, and the custom secure intranet system6, which in turn, disseminates the information of relevance to the public to the public kiosks18and in some embodiments, to displays50.

As illustrated inFIG. 1, information regarding buses, subways and/or other modes of public transportation is updated by bus update database34subway update database38, respectively, and optionally other update databases such as a light rail update database. Additional databases such as a citywide grid map46, can be at the disposal of the SNOC8as well.

The update databases are in communication with the SNOC8which can send the updates to responder bureaus such as the municipal Police Department and/or Fire Department Management Information Systems Division (MISD)12or the equivalent, or another municipal bureau which organizes the municipal response team comprising law enforcement, rescue, fire or other personnel10and12.

The link between the SNOC8and the MISD12enables the details of an event to be transmitted to the SNOC8. The SNOC8determines the optimum route plan and disseminates it to the kiosks via the CSIS6. The CSIS6is insulated from the SNOC8with a secure firewall and dual rotating passwords.

The SNOC8disseminates the collected bus data and subway update data information through the CSIS6, to the kiosks18, and optionally, and in one embodiment street displays, which update their readouts. Additional alternative routing information42can also be provided to the SNOC8. In one embodiment, the alternative routing information is a database which contains the preset alternative routing plans for bus, subway and/or other means of public transportation in the event of a given, hypothetical emergency or other event. Thus, in the event of a crisis or other non-crisis event, the alternative routing information database42provides preplanned egress information which corresponds to the given emergency or non-emergency event. In another embodiment, the SNOC8can access a citywide grid map which can be as detailed as the application requires. For instance the map can indicate routes or route legs of secondary and tertiary importance which can be called into service in an emergency or non-emergency event. The grid map can be used to ensure, among other things, that the alternate routes still exist, are in adequate repair to receive traffic, or have not been closed off or otherwise disabled.

In yet another embodiment, the optimum egress plan is calculated by the SNOC8using either 1) the Transit Operation Center (TOC)4, update databases, and optionally, the alternate routing information and/or the city wide grid map, or 2) updated information from the TOC4.

The SNOC8is also in communication with the TOC4which receives the updates as they are collected. In one embodiment, the updates are used by the TOC4to update its own real time transportation information, and the updated transportation information is sent back to the SNOC8.

In some embodiments of the present invention, the SNOC8or the CSIS6have the capability of directly deploying lights54and/or speakers56which can serve an alarm function, such as rhythmic flashing and sirens. Alternatively, the lights and speakers can be used to illuminate and to broadcast an appropriate message, prerecorded or live. In additional embodiments, the SNOC8or the CSIS6have the capability of deploying subway wall signage50.

Information that is disseminated to the public via kiosks18or displays50can include active egress and safety information. This includes situational reports and directional information regarding safe egress routes for the public. During non-crisis periods, the kiosks18can also provide information regarding a person's location, and directions from one point to another.

In an alternative embodiment, active egress and safety information can be provided in a portable unit that can be strategically situated. This portable unit can also provide information to first responders or government officials regarding a location status.