Overview of Vehicle Assist and Automation (VAA)Technologies and Applications

Rob GreggDirector, Transit Management &

InnovationNBRTI/CUTR/University South

Florida

QUALITY TRANSIT -- NOW

2009 International Bus Roadeo2009 International Bus Roadeo

What is VAA ?

“VAA systems are a cost effective solution to provideRail like service at bus type prices using BRT vehiclesEquipped with inexpensive driver assist technologies”

Vehicle Assist: applications that help driver maintain control bus (driver always in control):

Precision Docking Vehicle Guidance

Vehicle automation: applications that provide full automated control

Platooning Automated Vehicle Operations

VAA: An Enabler for BRT

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LRT

BRT

Heavy Rail

Bus

Level of Investment (e.g. Capital Cost, Operating

Cost)

Level of Service/Performance Measure(e.g. Capacity, Operating Speed, Travel Time, etc.)

Feasible Region

Los Angeles Local Bus

Los Angeles Metro Rapid

BRT with VAABRT with VAA• Fully Grade

Separated• Roadway Shoulder

Operations • At-Grade Transit-

way• Designated Arterial • Urban Circulator• Suburban Collector

PATH Magnetic Guidance SystemPATH/UC Berkley/Caltrans

• Developed since 1987 and thoroughly tested

– National Automated Highway Systems Consortium demonstration in San Diego in 1997

– Field tested for Bus Rapid Transit on arterials

• High performance

– 10 cm lane keeping accuracy at highway speeds

– 5 mm precision docking accuracy

• Costs for infrastructure instrumentation: less than $20k per mile

5 mm = 0.196850 "

PATH DGPS/INS/Magnet Based Guidance System

Yaw rate gyro

Integrated DGPS/INS Unit

Magnetic Marker System

Steering actuator

Caltrans, together with AC Transit in the San Francisco Bay Area and the Lane Transit District (LTD) – Eugene Oregon,

supported by PATH

Goal:

• To demonstrate the technical feasibility of lateral vehicle guidance and how vehicle guidance can improve transit agency operational efficiency, performance and service quality.

Benefits of Lane Assist Technology :

• Reduced Land Use 

• Reduced Impervious Surface

• Minimize impact on Existing Land Uses

• Reductions in Dwell Times at Stops

• Reduced Travel Time

• Safer Operation

• Improved ADA Access

• Rail-Like Image

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VAA Demonstration Environment / Technology

• Revenue Service Applications– AC Transit - Lateral guidance on an

HOV lane and through a toll plaza– LTD - Bus Rapid Transit (BRT) transit

way lateral guidance and precision docking at bus stops

• Technologies Proposed– Magnetic marker sensing– Differential Global Positioning System

(DGPS) with inertial navigation sensors– Combination of the two

San Mateo Bridge

AC Transit Proposed VAA Test Route: TransBay Express Bus Line M

45ft. MCI Coach / Air Conditioned/ High Back Seating / Wi Fi

Service Bay using San Mateo (92) and Dumbarton Bridges (84)

Application Environments

• AC Transit Lane M– 4 miles HOV on Route 92 – Narrow toll plaza on San Mateo

Bridge

– Positioning Bike Racks (4 Bikes, 2 per bay) and wheelchair lifts

– Diverse urban & suburban local streets

– Poor road conditions (trees, narrow roadways, tight turns)

• 63-foot articulated bus• New Flyer• Hybrid-electric propulsion • Doors on left and right side• Bikes on board

Vehicle

Application Environments

• Lane Transit BRT– Four-mile corridor & eight stations

• 15.5-minute travel time• 10 minute service (except late at night)

– (1) 60 ft New Flyer BRT buses

• Technology to be tested– Magnetic guidance along dedicated

lane segments

– Precision docking

– Collection of DGPS data for verification for lane assist and precision docking in urban area

Median traversable Transit Lane

Other VAA Demonstrations

• Minneapolis Urban Partnership Agreement (UPA) Lane Assist– Shoulder Running: Cedar Avenue (TH 77) – Cross-town

Commons (TH 62) – I-35W– Differential GPS & Non-contact Velocity Measurement

Technique (to augment DGPS)– Development Underway

• SANDAG Transit Only Lane (TOL)– Shoulder Running: I-805– Technology TBD– Proposals Received

Minnesota Lane Assist Project

• System component procurement / design complete.

• The DGPS Virtual Reference Station Network is operational with 5 of 6 base stations connected.

• The driving simulator purchased / Operational spring of 2009.

• The U of MN HumanFIRST program has initiated the development of the training protocol, both for the simulator portion of the training program, and for the on-road portion of the training protocol.

• New steering feedback system designed, and is under development.

• Operational 2010

SANDAG San Diego VAA Project: TOL (Transit Only Lane)

• 21 Miles of Freeway Shoulder Operations. – Introduces this new transit service along a 20 mile stretch of the I-805

corridor (42 miles round trip)

• Provide drivers with assistive technologies but ensure they retain ultimate control.

• Utilize combination of sensors to support situational awareness, lane-keeping and adaptive cruise control functions.

• Builds on the successful technology demonstrations in 1997 and 2003 in San Diego.

• Request for Proposals: Winter 2008 – currently evaluating proposals• Begin Design & Construction: Spring 2009• Begin Service: Spring 2010

VAA: Potential Capital Cost Benefits: Narrow Right of Way

Standard Bus width 8.5. ft. + mirrorsStandard Highway Lane Width = 12 ft.Automatic Steering Reduces Lateral

Tracking Errors to 10 cm or less on straight roads and moderate curves

Reduction cost for Bus ROW & Construction?

Bridges and Tunnels?

Envisioned Customer / Operational Benefits

“Rail-Like” ExperienceEasy Access, ADA Feature, Bicycle Use

ImprovementReduce Boarding / Dwell TimeReduce System / Vehicle DamageReduce Operating / Maintenance CostsImprove Travel Time, Safety and

Productivity

VAA Advisory Panel (VAAAP)

• Peer Transit Agencies

• Technology Experts

• User Market Interest Groups

• Industry Manufacturers

Technology / Information Transfer

Rob GreggDirector, Transit Management &

InnovationNBRTI/CUTR/University South

FloridaGregg@CUTR.usf.edu

Thank You!Thank You!

Wei-Bin Zhang, PATH / University of California, Berkeley

wbzhang@path.berkeley.edu