Emergency Electronic Brake Light addresses the Lead Vehicle Decelerating scenario and shares some overlap in functionality with the Forward Crash Warning application. EEBL issues a warning to the driver when the lead vehicle is decelerating by a minimum of 0.4 g. Previous research indicated that relatively severe braking (0.55 g or higher) by the lead vehicle in LVD crashes accounts for approximately 15 percent of the total number of LVD crashes.
The test procedures for FCW address all three of the priority pre-crash scenarios included in the rear-end crash group: Lead Vehicle Stopped, Lead Vehicle Decelerating, and Lead Vehicle Moving. These three scenarios comprise 93 percent of the rear-end crashes. Additionally, several of the test scenarios developed address variations of the striking maneuver crash scenario, which, while comprising a small number of rear-end crashes, represents an incremental benefit that can be gained by a V2V-based FCW system. While not explicitly tested, the FCW application also has the potential to address the additional two Lead Vehicle Accelerating scenarios, which comprise the other 7 percent of the rear-end crash group
However, additional analysis is necessary to ensure that each performance and test metric is sufficiently supported by a clear rationale. The specifics of these test procedures, such as their required alert timing, speeds at which the test is run, and radius of curvature, vary in detail and we believe they may need to be further refined to better reflect the safety problem.
Intersection Movement Assist has the potential for significant safety benefits and cost savings. As designed, IMA should address five types of junction-crossing crashes. These crashes, which collectively represent 26 percent of all crashes occurring in the crash population and 23 percent of comprehensive costs, can be categorized as follows: straight crossing paths at non-signal, left turn into path at non-signal (LTIP), right turn into path at signal (RTIP), running red light, and running stop sign.
Initial Safety Pilot Model Deployment results indicated there is opportunity for this application to issue false warnings in a real-world environment. Various roadway geometries (e.g., cloverleaf, on-ramp, exit ramp) that do not represent a crash-imminent situation can be incorrectly classified as conflict situations by the system. Improvements to the IMA algorithm for the second stage of driver evaluations indicate these false warnings can be improved as the algorithms mature through additional testing. It may be necessary to develop new performance and test metrics that are designed to mitigate false warnings on different roadways such as curved roads and at non-perpendicular intersections.
Alerts the driver when a remote vehicle is in the adjacent lane in the same direction of travel to avoid side-swipe crash
Alerts the driver during a lane change attempt when a remote vehicle is in the adjacent lane in the same direction of travel to avoid side-swipe crash
Alerts the bus operator if a remote vehicle attempts to pull in front of the bus to make a right turn
Application will warn drivers when the ASD determines that they will run the red light. It will utilize the SPaT message from the RSU at the signalized intersection.
The NYC Vision Zero is focused on the reduction of crashes and pedestrian injuries within the city limits. One method recently adopted by NYCDOT was a reduction in the citywide speed limit from 30 mph to 25 mph based on the assumption that slower speeds would provide drivers with more time to react to traffic conditions and to avoid pedestrians and bicycles. Signals were retimed for the slower speed, and the City proposed to use CV technology to alert drivers when they are exceeding the speed limit. This becomes particularly important during late night when there is minimal traffic and speeds tend to far exceed the speed limit. Read more
The Curve Speed Compliance will operate similarly as the Speed Compliance application. The difference will be the data source used to obtain the regulatory speed limit to be broadcast to vehicles. This data will be transmitted using the TIM message described in SAE J2735 or revised per the CAMP Curve Speed Warning development currently underway. The message format selection will be the subject of an ongoing evaluation based on the progress of the CAMP work and the project schedule.
This application will provide over speed warnings for work or school zones that are either statically or dynamically located. If there is a static work zone, then it is essentially a speed zone and operates as described above. However, certain types of construction activities also may be moving work zones such as pothole repairs, striping, or even snow plowing under certain situations. This application is similar to the Speed Compliance application described above; however, regulatory speed limit information may be distributed by the infrastructure’s RSE using the MAP, TIM, or another DSRC message. Read more
This application will be used for trucks and other commercial vehicles traveling on FDR Drive in Manhattan. Currently, warning signs exist to let the drivers know about the 9'6" height restriction. However, over-height truck crashes still occur from drivers entering the roadway without being aware of the truck height. Nonlocal drivers unfamiliar with NYC streets are at greater risk of a crash. The focus of this application is on preventing such over-height crashes and supporting the safety goals of Vision Zero.
Oversize Vehicle Compliance (OVC) application in the ASD will use the individual commercial vehicle's height information to compare with FDR Drive's height restriction from the RSEs. Based on discussions with the stakeholders, commercial vehicle width will not be considered, and the warnings (alert) will be provided via an audio tone(s) and/or spoken warning. The details will be determined during the design phase.
This application will use the information from NYC Office of Emergency Management (OEM) and from NYCDOT Office of Emergency Response (OER) and transmit them to the vehicles. The information may include location-specific directions for evacuation, location restrictions for entry, global emergency information, and route-specific information. Read more
The NYC CVPD will deploy two pedestrian oriented applications: 1) a generalized warning to vehicles of pedestrians in the roadway and 2) support for visually impaired (blind) pedestrians. This section describes the application for warning the vehicles when pedestrians are crossing the road at signalized intersections.
This application will use the pedestrian detection information to indicate the presence of pedestrians in a crosswalk at a signalized intersection. As a vehicle passes by a signalized intersection, the pedestrians will be detected by the traffic control system. At the same time, the pedestrian will carry a personal information device (PID) in the form of a smartphone which will communicate with the NYC CV infrastructure. The pedestrian detection information will get sent to and processed by the RSE, which will then broadcast it to the ASDs in the vehicles. The details will be determined during the design phase.
The NYC CVPD will deploy two pedestrian oriented applications: 1) a generalized warning to vehicles of pedestrians in the roadway and 2) support for visually impaired (blind) pedestrians. This section describes the street crossing support application for the visually impaired.
For the support for the blind, it is assumed that the application will be implemented using a portable personal device (e.g., smartphone) which supports both normal cellular operation and communications in the DSRC spectrum such that the pedestrian can monitor the messages associated with the CV applications and provide input to the traffic controller to request service where PED operation is actuated. Communications to/from the traffic controller will use DSRC (5.9 GHz. 1609.x, J2735) message sets and will be available at any intersection which includes an RSU. Read more