For pedestrian safety warning applications, opt to collect pedestrian location data from LIDAR sensors instead of pedestrian mobile devices that often have insufficient accuracy.

Success Stories from the USDOT’s Connected Vehicle Pilot Program.

Tampa; Florida; United States

Background (Show)

Lesson Learned

All of the connected vehicle applications being implemented and evaluated in the Connected Vehicle Pilot Deployment Program did not need to be developed from scratch. Software developers for the three CV Pilot sites have been able to take advantage of software prototyped by many programs, including the USDOT’s Dynamic Mobility Applications (DMA) program and the Safety Pilot Model Demonstration project in Ann Arbor, MI.

One of the THEA Pilot’s applications that required adaption was the Pedestrian Crossing (PED-X) application, originally planned to warn pedestrians crossing Twiggs Street of approaching vehicles that might be on a collision course. The mid-block pedestrian crossing connects the county courthouse and the nearest parking garage. The system design indicated that a Roadside Unit (RSU) will convert Basic Safety Messages (BSMs) broadcast by approaching vehicles to WiFi messages. Mobile devices (smartphones) carried by pedestrians would then receive these messages and compute the probability of a collision, based on the pedestrian’s current location and walking speed. However, the mobile device was unable determine the pedestrian’s location and speed with sufficient accuracy - for example to distinguish stepping into the street from standing on the sidewalk - to avoid numerous false alarms. Therefore, the PED-X application was configured to archive generated warnings to the device for future study and analysis, but did not issue any real-time warnings to pedestrians. The mobile devices were also configured to generate, save, and transmit via WiFi Personal Safety Messages (PSMs) similar to BSMs, but these PSMs were not be used to generate alarms to approaching vehicles.

The THEA solution will modify the vehicular side of PED-X to create the Pedestrian Collision Warning (PCW) application. Since the PSMs from mobile devices do not provide sufficient accuracy for reliable warnings, the PCW application will use pedestrian locations from two LIDAR sensors installed near the crosswalk. The LIDAR sensors will send pedestrian location information to the RSU via landline. The RSU will generate PSMs and broadcast them via Dedicated Short-Range Communication (DSRC) to the OBUs of approaching instrumented vehicles. Each instrumented vehicle’s OBU will determine whether a collision is possible, and if so will issue a warning to the vehicle’s driver.

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Connected Vehicle Pilot Deployment Program: Success Stories

Author: Glassco, Rick; James O'Hara; Barbara Staples; Kathy Thompson; and Peiwei Wang

Published By: USDOT Office of the Secretary for Research and Deployment

Source Date: 11/01/2017

URL: https://www.its.dot.gov/pilots/success_lessonslearned.htm

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Kathy Thompson


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Lessons From This Source

Allow for increased coordination with the Interdepartmental Radio Advisory Committee (IRAC) early on in the DSRC licensing process to help reduce what is traditionally a very lengthy process.

Connected Vehicle Pilot Deployment Program yields program management best practices for integrating and testing large disparate systems.

Connected vehicles should rely on more than one data feed to determine accurate location and speed

Consider installing additional vehicle detection equipment if it is determined that there is not sufficient market penetration for CV traffic signal control applications to work at their full potential

Facing a gap in standards interpretation, the Tampa and New York City Connected Vehicle Pilot Sites worked together to harmonize message structure for pedestrian safety applications.

For pedestrian safety warning applications, opt to collect pedestrian location data from LIDAR sensors instead of pedestrian mobile devices that often have insufficient accuracy.

Incentivize participation in CV deployments through benefits such as toll discounts

Include technical, operations, and legal personnel in stakeholder meetings to address the requirements of the CV deployment and ensure that participants' privacy is being maintained

Incorporate standardized over-the-air update procedures to permit efficient firmware updates for connected vehicle devices.

Obtain working prototypes of CV applications from the USDOT’s Open Source Application Data Portal (OSADP) to prevent time spent doing duplicative software development

Prevent the need for channel switching (a safety hazard) by designing CV communications to include dual radios in each vehicle

Publish all CV planning documentation to serve as an example for other early deployers to follow

The Tampa Connected Vehicle Pilot Program investigates damage to roadside units (RSUs) near lightning strikes and improves transient surge immunity by verifying nearby support structures are properly grounded.

The USDOT’s three Connected Vehicle Pilots successfully demonstrate cross-site over-the-air interoperability among six participating vendors.

Use local student mechanics where possible to perform CV equipment installations to provide students with required trainee experience and to contain costs

Use on-board connected vehicle (CV) technology and SPaT / MAP infrastructure messages to prevent wrong way entries on reversible express lanes.

When installing antennas on streetcars to support wireless connected vehicle applications, verify that radio performance is not compromised by interference from high-voltage power lines.

Lesson ID: 2018-00813