Connected/Autonomous Vehicles in a

Transcription

1 Connected/Autonomous Vehicles in a Freight Corridor: Implementation Issues and Assumptions presented to ITS 3C Summit 2014 Mobile, AL presented by Cambridge Systematics, Inc. Kenny Voorhies, PE, PTOE September 17, 2014

2 Agenda Development of Autonomous/Connected Vehicles in a Freight Corridor» Case Study: Zero Emissions Freight Corridor Concept of Operations Discussion of Autonomous/Connected Vehicle Implementation Issues and Assumptions 2

3 Gateway Cities Region Gateway Cities Jurisdictions GCCOG Location in Regional Context SOUTHERN CALIFORNIA POLA / POLB Artesia Avalon Bell Bellflower Bell Gardens Cerritos Commerce Compton Cudahy Downey Hawaiian Gardens Huntington Park Industry La Habra Heights La Mirada Lakewood Long Beach Lynwood Maywood Montebello Norwalk Paramount Pico Rivera Santa Fe Springs Signal Hill South Gate Vernon Whittier Port of Long Beach (POLB) Unincorporated LA County 3 Gateway Cities Council of Governments is a subregional MPO of 27 communities with a population of 2.2 people who collaborate on subregional issues like transportation, water and economic development.

4 GATEWAY CITIES IS AT THE EPICENTER OF GOODS MOVEMENT Downtown Los Angeles Off-Dock Intermodal Rail Yards Alameda Rail Corridor I-710 Freeway (Major Truck Route) UP/BNSF Rail Lines Near-Dock Intermodal Rail Yards On-Dock Intermodal Rail Yards Ports of Long Beach (POLB) and Los Angeles (POLA) = Gateway Cities Council of Governments (GCCOG) Area Freeways (Typical) A 300% increase in the number of containers from the two ports and associated trucks is expected by Per day on the I-710, future daily truck volumes could be as high as 80,000 to 95,000 up from the current 25,000 all going through Gateway Cities communities. 4

5 I-710 Corridor 18 mile freeway from Port of Long Beach to I-10» 6 and 8 lane sections, adjacent to the Los Angeles River» Current AADT between 135,000 and 210,000» percent trucks, currently 25,000 daily, future up to 90,000 trucks daily A Major Corridor Study was completed in 2005 by the GCCOG, Metro and Caltrans to improve the I-710 Freeway The I-710 EIR/EIS Draft was released June The I-710 Corridor Project s primary purpose is to reduce congestion and increase safety while improving air quality and public health. It is the primary truck route for the ports.

6 I-710 Corridor Recommendations The potential I-710 Freight Corridor will include I-710 General Purpose Lane improvements next to a separated four lane freight movement facility extending from POLB (Ocean Blvd.) to the intermodal rail yards southeast of the I-710/I-5 interchange. The potential I-710 Freight Corridor will examine the use of zero emission vehicles (and the needed supporting infrastructure) versus conventional goods movement vehicles. Target operational date is 2025, funding not yet identified 6

7 HOW WILL TRANSPORTATION TECHNOLOGY HELP IN GATEWAY CITIES? 2012 Gateway Cities Technology Plan for Goods Movement Will fuse ITS and Freight Operations technologies Will integrate freeway, arterial and traveler information technology with intermodal freight, port and truck Will address the growing demand for Southern California goods movements Will result in less congestion, cleaner air, and more capacity for economic growth Will improve freight-focused traffic information in the Gateway Cities sub-region at a relatively low cost technology 7

8 Why Commercial Connected Vehicles? Goals to increase:» Safety Overall goal of the project» Overall throughput of truck traffic Maximize the system and provide operational efficiencies to the Port and its associated industries More turns per day» Reliability Positive incentive to the Port industries 8 Goal: Make the I-710 ultra-safe and hyper-reliable to the trucking industry

9 I-710 Zero Emissions Freight Corridor Concept of Operations A truck-only ZEFC would feature technology to enable:» Zero Emissions Truck Operations;» Autonomous Truck Conveyance Control;» Truck Platooning;» Electronic Tolling;» Automated Truck Enforcement;» Enhanced Freight Traveler Information 9

10 I-710 Concept Heavily Leverages Technology Technology Areas include:» Traditional Traffic Management Systems/ITS» Zero Emission Trucks» Commercial Connected Vehicles» Advanced Truck Enforcement» Freight Focused Traveler Information 10

11 The I-710 ZEFC Concept Traffic Management 911 Call Operator Freeway Service Patrol CCTV Camera Freeway Operator Service Patrol CACVMS ZET CHP CAD No Metro/RTMC Incident Management System Lane Closure Incident? Yes I-710 ZEFC Credentialing System - Zero emissions - Toll - TENS - Autonomous mode 511, GoFreight Messages Travel Times CMS Message CMS Travel Times Freeway See Service Other Patrol Operational Response Diagrams Pass - Authorize Fail Issue Violation Legend Other Responders (as needed) 511, GoFreight and CMS messages CACVMS messages Changes from Normal Operations 11

12 Information/Warning Degree of Autonomy Assist Control Autonomous / Connected Vehicles Automated Unmanned Military Vehicles Automated Highway System (AHS) Autonomous Adaptive Cruise Control GM - Super Drive Cooperative Adaptive Cruise Control (CACC) Advanced Driver Assist Systems Platooning Intelligent Speed Adaption Intersection Collision Avoidance Autonomous Warning Systems Lane Departure Warning Cooperative Collision Warning Systems Degree of Connection V2V, V2I, V2X Source: Center for Automotive Research 12

13 Current Technology 13

14 Autonomous Vehicle Technology Near Far Infrared Camera Stereo Multi Purpose Camera Ultrasonic Sensors Multi Mode Radar Short Range Radar 14 All aspects of a safety-critical control functions (e.g., steering, throttle, or braking) occur without direct driver input. All this possible through a mix of on-board sensors, cameras, GPS, and telecommunications equipment that obtains information in order to make their own judgments regarding safety-critical situations and act appropriately by effectuating control at some level.

15 15 Connected Vehicle Technology

16 Active Traffic Management

17 1 In Tier 1 the I-710 ZE Freight Corridor would have traditional traffic control devices such as: Speed/volume detectors CCTV surveillance cameras CMS for traveler information 2 The more advanced trucks will come with systems to improve safety and reliability utilizing radars, cameras and other on-board safety systems. These trucks still operate independently and do not communicate with other trucks or anything on the roadside. 3 Features on fully equipped trucks in Tier I include: Adaptive Cruise Control Dynamic Brake Support Overtaking Assist Lane Departure Warning Systems 4 The driver has overall control and is solely responsible for safe operation of the truck. The driver can choose to cede limited control to the vehicle. Phase 1

18 1 In Tier 2 the traditional traffic control devices would remain, although new invehicle systems would begin to provide much of this information. 2 Trucks with advanced systems would begin to penetrate the marketplace with over half the vehicles having nearly autonomous features such as Cooperative Cruise Control. 3 In Tier 2 some trucks now begin to have Vehicle-to-Vehicle communication sharing, thereby increasing safety significantly. Even at this level, these technologies support increased reliability and are a benefit to I-710 throughput. 4 The driver still has overall control and is solely responsible for safe operation of the truck. The driver can choose to cede more control to the vehicle. Phase 2

19 1 In Tier 3 the traditional traffic control devices would not be needed any more. All traveler information (including tolling etc.) would be done in-vehicle. 2 Trucks with advanced systems would dominate the marketplace with the trucks having fully autonomous features. At this stage shorter headways could be utilized, thereby creating dynamic platoons of trucks and therefore greater throughput.. 3 Trucks now begin to have Vehicle-to- Vehicle and Vehicle-to-Infrastructure communication. 4 The driver would cede full control over to the vehicle. Phase 3

20 I-710 ZEFC Implementation Issues Many questions, answers are currently speculation What automated driver assistance functions will be available to trucks at the opening of the corridor? How will the mix of autonomous and non-autonomous trucks be operated? Will truck platooning be functional at opening of corridor? What will be the functionality of V2V and V2I communications at the opening of the corridor? 20

21 I-710 ZEFC Implementation Issues How can Connected and Autonomous systems be transitioned as upgrades are introduced? What law/enforcement changes are needed to transition from assisted to automated truck driving? What roadway design modifications are needed to accommodate Connected/Autonomous Vehicles? How are incidents managed in the corridor? 21

22 Autonomous/Connected Vehicle Implementation Issues What are the roles of government agencies vs. private industry for connected vehicle operations? What are the security, liability and insurance issues to be addressed? Will Connected/Autonomous Vehicles actually increase capacity? How will planning models and techniques be impacted by Connected/Autonomous Vehicles? 22

23 Autonomous/Connected Vehicle Implementation Issues What will a local agency need to do to be prepared for connected and automated vehicles?*» Upgrade network security» Provide robust, redundant communications network» Develop sustainable M&O budget» Prepare for staffing needs» Design in future equipment and space needs *drafted by the ITE M&O/ITS Council 23

24 24 Thank You!