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PROGRAM SOLICITATION
Small Business Innovation Research Program

VII.    Research Topics

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Federal Highway Administration (FHWA)

082-FH1   Dilemma Zone Detection and Warning System

Background

The dilemma zone problem is a major safety problem at high-speed signalized intersections. During a Green-Yellow signal transition period, drivers in a roadway section near the intersection usually have a difficult time in making a decision whether to go or to stop. In this case, the section is called a Dilemma Zone (DZ), since there might be no sufficient braking distance to stop, nor sufficient yellow time to go through the intersection. The former may cause an unsafe hard braking with the risk of a rear-end collision, and the latter may cause running through an intersection on red with the risk of a lateral collision.

For decades, researchers and traffic engineers have studied and delivered many methods to deal with the dilemma zone problem. The major methods include (i) defining dilemma zone boundaries (1), (ii) extending green phase to avoid forming a dilemma zone (2, 3), (iii) placing warning sign (see fig. 1) at upstream of the intersections (4, 5), and (iv) choosing the right time for the green-yellow transition to minimize the number of vehicles to be trapped in a dilemma zone (6).

Due to the limitations in the available technologies and their associated costs, two major problems still remain and thus, impede the effectiveness of the above methods. The first problem is that the actual boundary of a dilemma zone is not clear, and the second one is that current warning system approaches are not effective in assisting the driver in deciding what to do. It is hypothesized that solving these two problems can significantly improve safety at high-speed signalized intersections.

An effective detection system is the fundamental tool to define the location and boundary of a dilemma zone, and to assess the risk of a vehicle being trapped in a dilemma zone. With a good detection system, many safety measures, such as green phase extension, can be well applied to improve the safety.

An effective warning display will provide valuable information to help drivers making a right decision (to go or not to go) early, so a dilemma zone situation can also be avoided.

In existing practices, most detection systems use inductive loops or radars to detect if there are vehicles running into pre-defined dilemma zones. If a vehicle is predicted to be in a dilemma zone while the signal is still green, the green phase may be extended to allow this vehicle's passing through the intersection. Due to the difficulties in the detection system, the actual boundary of a dilemma zone is not clear; the pre-defined DZ boundary is based on statistics and assumptions, such as the average speed, as based on prior studies. With such a detection system, it is not certain that a vehicle predicted to be in a DZ will actually be in dilemma zone situation.

The DZ warning display is normally a single sign (either active or passive) located about 700 ft upstream of the stop bar at an intersection, and the sign will flash few seconds before the end of the green phase. When a driver sees the active sign starting to flash, the traffic light is still green, and the driver is still having a difficult time in making a decision even though the sign means "Prepare to Stop." These technical difficulties significantly limit the effectiveness of such systems.

The Proposed System

In this concept of operations, a new system is proposed which uses advanced concept of operations and technologies. Compared to the existing systems, the proposed system will have much better performance with almost the same or lower cost because it takes the advantage of following up-to-date technologies that did not exist 20-30 years ago when most DZ studies were conducted. These technologies include: (1) high computing power within a small processing board, (2) low power LED flashers, (3) reliable, low-cost wireless communications; and, (4) effective, low-cost magnet sensors. Since these technologies are COTS products with low cost, they provide a promising opportunity for safety improvements at high-speed intersections.

The concept of operations can be described as follows:

First, the detection system will use either a digital radar or multiple magnet sensors to track every vehicle that could run into a DZ. The tracking data will be sent to a central processing board for data processing.

Second, the processing board will run a sophisticated formula to determine if a vehicle is likely to run into a DZ. The board will determine how to send the warning messages to different drivers (e.g., drivers in leading vehicles as well as in following vehicles).

Third, multiple, low-power LED flashers will be installed along the roadside with strategically designed locations. Each flasher is controlled by the central processing board or a computer through wireless or line communication. The drivers who would be trapped in a DZ and need to reduce speed will see the flashing along their path; while the drivers who can proceed through intersection safely will not see the flashing. In this way, a DZ situation can be eliminated or significantly reduced.

Fourth, the processing board will determine if a green extension can be implemented to avoid a DZ, or determine the best time to implement a G-Y transition should a max-out situation occur. In this way, the system will ensure safety improvement with less disruption of traffic flow.

Figures 2 - 5 are graphic expressions of an example of operations.

Fig. 2 shows that the detection system is tracking all the vehicles and determined that vehicle No. 2 will run into a dilemma zone, based on the signal timing and the vehicle speed data. And, vehicle No. 1 will not be in the DZ.

Fig. 3 shows that the system implements a flashing pattern to warning vehicle No. 2 and No. 3 only. Vehicle No. one will not see the flashing.

Fig. 4 shows that the system implements more flashing downstream to keep warning vehicle No. 2.

Fig. 5 shows that No. 1 has passed through the intersection and No. 2 & No. 3 have slowed down to prepare a stop. In this way, a dilemma zone is avoided!

The above figures describe only one example, but the basic principle is the same for other scenarios. The key requirement for this concept is using up-to-date technologies meanwhile keeping the cost low. There are many innovative ways to implement these scenarios using modern technologies.

Functionality and General Specifications of the System:

1. The detection system shall have tracking capacity up to 800 ft upstream, using either multiple low cost point sensors or a single radar sensor.
2. The warning display system shall have continuous coverage for the vehicles likely running into a DZ. Each of the LED flashers can be controlled by a central computer, and the flasher group should be configurable.
3. Communication shall be built among sensors, central computer (or processing board), and flashers.

Knowledge, Skills and Abilities needed to implement this concept of operations:

1. The approach of using new system to solve the dilemma zone problems
2. Work experience on systems integration
3. Good understanding of dilemma zone problems and the existing methods to deal with the problems
4. Experiences on sensor applications, software development, and systems communications.
5. Knowledge of traffic data collection and analysis for systems validation.

Expected Deliverables

A prototype system is expected by the end of Phase I, which can demonstrate the concept of operations and the functionality. The prototype is not required to perform at live intersections. In Phase II, a final product is expected which will be tested and operated at live intersections.

Reference

1. Traffic Detection Handbook; 3rd Edition, FHWA-HRT-06-139, 2007
2. Parsonson, P; Use of EC-DC Detector for Signalized Intersections; Transportation Research Record No. 737, Transportation Research Board 1979.
3. Large-Area Detection at Intersection Approaches, Southern Section of ITE, Traffic Engineering, June, 1976.
4. Pant, P.; Evaluation of Detection and Signing Systems for High Speed Signalized Intersection; Report FHWA/OH-95/016, 1996.
5. Huang, P.; Simulation-Neural Network Model for Evaluating Dilemma Zone Problems at High-Speed Signalized Intersections; Transportation Research Record 1456, Transportation Research Board, 1994.
6. Zimmerman and Bonneson; In-Service Evaluation of a Detection-Control System for High-Speed Signalized Intersections, Report FHWA/TX-05/5-4022-1, 2005.

082-FH2   Origin-Destination - Travel Time Measurement and Characterization

Travel time and origin-destination data and characterization are key to developing algorithms for improved traveler information systems, traffic control systems and planning. The objective of this project is to develop a technology for monitoring the travel time and origin-destination of vehicles.

Creation of either new technologies or new applications of existing technologies, such as Bluetooth, WiFi, and other open source standards, to detect vehicles and to re-identify them and calculate the travel time between measurement points anonymously, is key to the success of this project.

The objective of measuring travel time has several aspects. First, the vehicle must be accurately yet anonymously sensed at the first location. Second, it must be accurately yet anonymously sensed at a second location. Third, it must be possible to measure accurately the elapsed time between the two identifications while providing anonymity to the driver. Fourth, it must be possible to assemble these identifications into origin-destination tables.

The software for processing the unique id number data, tracking the travel time measurements from the unique id's and calculating the origin-destination data from the unique id's must be both open source and use the GNU pretty good privacy algorithms. The open source requirement is to ensure full and continued inspectability of the algorithms. The GNU OpenPGP is an encryption standard which facilitates full privacy and anonymity.

http://www.gnupg.org/
http://www.ietf.org/rfc/rfc4880.txt

In phase I, field tests must demonstrate that the technology can successfully track vehicles between two points without violation driver anonymity. Statistical characterizations of the number of vehicles that can be successfully identified at the first location and then re-identified at the second location must be made. These should be compared to ground truth against the total vehicle population traveling between the two points. This will demonstrate the test and evaluate the potential of the new technology or enhancement of an existing technology.

Phase II would develop the new or enhanced technology and then demonstrate the prototype at the a sequence of intersections and or freeway locations. The technology should be evaluated at a sequence of permanent traffic count stations for establishment of a rigorous statistical measurement of the accuracy of the technology against "ground truth" in the real world during a variety of weather conditions.

NOTE: The specific technology(ies) for this SBIR have not been specified.

Preferred strengths for the project team include experience with system integration, traffic engineering, experience on sensor applications, software development and system communications. Also preferred are experience with traffic data collection and analysis for systems validation.

Relationship to FHWA Strategic Objectives:

Goal: Mobility & Productivity Desired Outcome: Improved descriptions of travel time from origin to destination. Increase the reliability of trip time estimations for the Individual Transportation User.

Performance Objective: MP1- Mitigate congestion and improve system reliability through actions targeted at key causes of congestion (VF). Performance Measures: Allow deployments of traffic monitoring systems which can accurately measure travel times under Transportation Technology and Innovation.

This outcome cannot be reached unless systems can reliably and accurately detect and characterize traffic travel times and origin-destination patterns in all weather and lighting conditions. Existing technologies do not adequately provide these capabilities. Probe vehicle methods and survey methods are expensive and difficult to technologies to use on a regular basis.

Federal Railroad Administration (FRA)

082-FR1   Cursory and Non-regulatory Removable Safety Appliances for Intermodal or Semi-Permanently Attached Railcars

Situations arise during transport of Continuous Welded Rail (CWR) Maintenance of Way equipment with traditional couplers where railroad employees at times may have to apply handbrakes while the car is in motion. To do so, railroad employees would need to operate the handbrake and the current handholds above the deck of the flat car provide safe operation of its intended use. The rail movement in a CWR rail train at intermediate locations prohibits the safety appliance placement and thus handholds are removed to allow the transporting of the rail to its destination. Removal of the handholds to transport rail causes the car to be non-compliant, as per 49 CFR 231.6 and as identified in Motive Power and Equipment (MP&E) Technical Bulletins (TB) 98-69 (MP&E 98-69) Safety Appliance Arrangements For Flat Cars and MP&E TB 00-07. After removal of the handholds, the railroad must request a one-time movement from the Federal Railroad Administration in order to move the cars to its destination. At its destination, the railcar must be brought back into compliance by reattaching the safety appliance prior to any movement.

The purpose of this SBIR project is to develop a collapsible or retractable cursory handhold to eliminate the need for a railroad to remove the handholds and provide an enhanced safe operational environment for railroad employees as they perform their duties. The proposed deign must be acceptable to the Federal Railroad Administration as an alternate compliant type safety appliance based on the regulations provided in 49 CFR 231 Safety appliance standards, MP&E TB 98-69, MP&E TB 00-07, the requirement for "securely fastened" and railroad employee safety rules for three point protection.

The contractor shall develop a set of design requirements for an advanced handhold device that accomplishes the goals above. A preliminary proof of concept design shall be developed and demonstrated. The contractor must also evaluate the prospect of commercialization of the proposed device. The contractor must possess knowledge of railcar Safety appliance standards as it pertains to the Federal regulation, railroad safety and operating safety rules, practices, and standards. The information generated in the course of this project shall be summarized and presented in a public forum at the discretion of the Government. The contractor shall also develop a final report describing the methodology and approach used to develop the technology.