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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Project Name Ann Arbor Integrated Mobility System (AAIMS ...The City of Ann Arbor is a socially, economically, and culturally diverse community of approximately 117,000 residents,
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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
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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).
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.
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
Connected Vehicle and Infrastructure Operations and Maintenance Todate,UMTRIhascompletedapproximately6000DSRCinstallations.Eachvehicleinstallationisdonewithprecisiontoensureaprofessionalfitandfinish.WedevelopedarobustconfigurationmanagementsystemtoensurethatthecorrectdataisuploadedtotheDSRCradiostomaximizeperformance.Wehavedevelopedandimplementedverificationtestingasaqualitycontrolmeasureandhavesharedthisprocedurewiththeindustry.UMTRIhascompletedsignificantresearchintoantennaperformanceandhasselectedstateoftheartDSRCandGNSSantennasforuseinthedeployment.UMTRIhasbecometheindustryexpertwithregardstoDSRCaftermarketinstallations.
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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
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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• 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.
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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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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
2. Project Plan Theteamleadershipiscommittedtoon-timedeliveryofresultsthatmeetorexceedU.S.DOT’sexpectations.Theteamwillemploygenerallyacceptedprogrammanagementpractices,suchasthosecontainedintheProgramManagementBookofKnowledge(PMBOK).UMTRIemploysan
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Bi-weeklyprogrammanagementmeetingswithU.S.DOT Monthly No MReporttotheSecretary–submitreportdescribingdeploymentandoperationalcostscomparedtobenefits/savingsandhowtheprojecthasmettheoriginalexpectationsprojectedinthedeploymentplan.
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.
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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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City of Ann Arbor 3.1.3.TheCityofAnnArborhasahistoryofprogressivetransportationsystemsplanning,withafocusonimprovingsafety,environmentalstewardship,optimizingsystemoperations,andprovidingmulti-modalopportunities.Inordertoenhancetrafficoperationsoftheexistingroadwaynetwork,theCitybegansystematicallyinstallingafiber-optictrafficsignalnetworkin1998.Nowencompassingover150trafficsignalsandgrowing,thissystemenablescentralizedcontrol
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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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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.