Deployment, Use, and Effect of Real-Time Traveler Information Systems (2013)

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45 C H A P T E R 4 Conclusions and Suggested Research TI systems are diverse and rapidly evolving. It will be important for agencies and TI vendors to align development with the needs and expectations of the traveling public. The current project provides a glimpse into the decision-making and opinions of the public with respect to real-time TI systems in various cities across the country. It also provides several important outputs that can be used by stakeholders in the TI domain. These will be discussed in more detail, but include: a) national survey and targeted interview of agency dissemination practices and beliefs, b) large scale surveys and focus groups with the traveling public in several locations across the country to gain a better understanding of the public’s perception and use of TI, c) a public use database of survey responses for future analysis, d) analytical discussion of the match between agency and public perceptions, along with identification of gaps for policies, e) recommendations for methods to use in assessing a TI system, f) guidance for features of an ideal TI system and how agencies can facilitate information dissemination, g) discussion of the future of real-time TI, including cutting edge technologies and deployment approaches. The traveling public is satisfied and uses numerous sources and types of TI. It is also clear that there are areas where travelers are calling for improvements (e.g., highway advisory radio), highlighting concerns (e.g., smartphone apps in the face of distracted driving concerns/laws), or unaware of available services (e.g., 511). Surprisingly, although travelers generally seek more detailed and complex information that often requires the latest technology, there was a common call for simple, reliable information that can be accessed by most people in a variety of locations (e.g., the use of radio). Based on these findings, there are numerous readily attainable goals that agencies can adapt to improve a real-time TI system. Further discussion of these findings and guidance for system improvement are presented below. The conclusions and implications presented in these sections are drawn from the research tasks performed in this project, as well as agency input and recommendations gained during interviews and informal discussions. In addition, the research team and project panel are composed of experts in domains related to TI implementation, data fusion and information technology, and research methods who provided their expert opinions on guidance for TI system development and behavioral data collection methods. Agency and Public Perception One of the more compelling aspects of this research project is having the ability to match agency and public perceptions of effective TI features. Analysis reveals considerable consistency between agencies and the public in terms of what features are considered effective and which are considered less effective. For example, both agencies and the public seem to agree on the value of real-time TI that helps the public make better decisions. Agencies and the public agree that TI should: • be targeted, local, and relevant to the consumer—possibly based on GPS enabled cell phones or vehicles so that relevant, location-based information is provided; • be easy to access and use, including when en-route; • be clear, concise, trustworthy information that is accurate and reliable;

46 • include special event, construction/maintenance, or emergency information that can drastically affect routes; and • use technologies that are widely available to everyone and easily implemented (e.g., radio). Surprisingly, features that are considered less effective by both agencies and the public are still in wide use (e.g., highway advisory radio). There are also some notable examples of where these perceptions do NOT match. It is these instances (agreement on ineffectiveness and disagreement on effectiveness) that are of interest as they point to features where resources are needlessly being expended or where features might need considerable improvement. Some examples of perceived limited effectiveness and disagreements about effectiveness are presented below. • Highway Advisory Radio—This TI program feature is a good example of a dissemination method where both agencies and the public agree as to its limited effectiveness. Of the methods used by agencies, this was deemed the least effective method of getting TI to the public. The public agrees as focus groups and surveys indicated that an overwhelming majority of people do not trust or use highway advisory radio. Most felt the information was on a loop and, therefore, not timely and they all thought the radio stations were mostly “crackly” or “fuzzy” to hear. Despite these negative impressions, HAR is widely available to en route drivers using their car radios and may be considered worthwhile as part of a TI toolbox, particularly if some improvements are made (e.g., more frequent information updates, timestamp to indicate how recently the message was updated). • Social Media and Apps—TI program features using social media and smartphone apps are receiving increased attention from agencies as they are considered both effective and a technology trend that must be taken into account. From a TI program perspective, these features are perhaps the most “cutting edge” in terms of state of the practice and the long term viability remains to be seen. From a public perspective, very few people are using social media and apps to receive TI. Some of this can be attributed to not knowing that the feature exists and some relates to, again, use of a mobile device in a car. Of course, this area is developing rapidly, and there may be advances for safely using smartphones as part of an integrated vehicle system with appropriate mounting. • 511 Phone Systems—Many agencies have implemented or are moving toward 511 phone systems as they are considered to be highly effective, but at the same time, state legislatures are moving to ban cell phone use while driving (and the public’s mindset is changing in the same direction). This may explain why a review of survey results indicate that making a 511 phone call is not deemed a particularly effective method of getting en-route TI. This may be the result of a conflict between developing state laws and public perceptions targeting cell phone use and the desire for en-route travel information. See Figure 16 for a comparison of state laws targeting texting or cell phone use (note Chapel Hill temporarily banned all cell phone use, including hands-free until a court recently overturned the law). The overall aim for an effective TI system should be alignment between the agency’s goals and the public’s needs/wants.

47 Figure 16. Cell phone and texting bans by state. Effective TI Program Features From an agency perspective, it is clear from the agency surveys conducted in this project that the prevailing goal of any TI program should be to provide information that allows the traveling public to make better decisions. Hence, the underlying features listed below and in the Appendix O (left column) are those that support this goal and that are deemed effective by TI providers and by the public. The information is largely based on results of the agency surveys and the traveler focus groups and surveys. Following is a summary overview of effective features: • Provision of real-time information concerning transportation system status focusing on non-recurring events—It is apparent that non-recurring events (including those that are unplanned such as traffic incidents or planned such as special events) are very important in terms of the type of information needed by travelers to make better decisions. In an effort to focus on the randomness of incidents and their impact on the consistency (or lack thereof) of trip travel times, the concept of travel reliability is becoming an increasingly important feature amongst TI providers. The challenge with travel reliability is conveying measures (e.g., buffer and planning indices/times) that are easily consumable by the traveling public. • A wide array of information dissemination methods are implemented and used effectively—When it comes to dissemination, TI cannot be too accessible. Not every traveler has the same needs and not every traveler will like every dissemination mechanism so an important feature of any effective TI

48 program is a diversity of dissemination methods. Also, it is not critical that an agency be responsible for all dissemination mechanisms. Many agencies focus on providing a usable website with timely and reliable information, but also provide data to third parties (at no cost) so that additional outside resources, ideas, and capabilities can be used to create new and innovative dissemination mechanisms. Effective use of a dissemination method is also important. For example, when using websites, it is important to keep clutter to a minimum so that uses can quickly find the information they need. Many websites include extensive headers, footers, and menus with extraneous links that can distract from the primary information that users seek. • An effective TI program is one that is evaluated for its effectiveness—The definition of effective is “successful in producing a desired or intended result.” Evaluating a TI program to determine if it is successful in producing a desired or intended result is not a straightforward proposition. While agencies expend a great deal of effort determining transportation system performance (see the Appendix O for a list of evaluation measures), they typically do not use these measures to determine the specific contribution of their TI program to overall transportation system performance. There are many components of a TI program, some of which are more easily evaluated than others. Agencies today evaluate their TI programs using data collection techniques such as 511 call statistics, website hit statistics, and a variety of traveler input survey methods using their 511 systems, web and e-mail forms, and to a lesser extent, traveler focus groups. These collection techniques are being used, to some extent, to evaluate effectiveness of TI content including information timeliness, accuracy, availability, accessibility, and decision-making. While information helps with decisions regarding departure time, destination choice, mode choice, etc., there is also benefit to travelers of just knowing why they might be in a delay and what the impact may be to their trip. Not knowing, for example, why they are stuck in congestion adds to driver frustration or anxiety (especially in some locations where they may be in a tunnel or fear an emergency event). • TI should align with demands of the public—The traveling public has certain demands and expectations regarding an effective TI system. When there is alignment between the public’s desires and goals, and the agency’s information services, the system can be optimized and the public can be satisfied. Guidance on Assessing the Potential Effect of Information on Trip Behavior There are a variety of methods to assess the public’s use, perception, and the effect of TI systems. The second column in the Appendix O table provides guidance on assessment methods. Traditional methods have included call statistics, website hits, and satisfaction surveys. Although helpful, these methods have limitations regarding understanding the effect of TI on travel behavior. For example, 511 calls may spike if an incident occurs, but may not result in many people adjusting their travel route, especially if there is low confidence in 511 accuracy or operation. Similarly, a satisfaction survey may provide information about the overall likeability of information sources, but not overall use or effects on travel behavior. In a previous study on real-time travel time signs, Westat found that individuals liked having the signs present, but generally did not use them to adjust their trip behaviors (often due to lack of alternative route options or information) (Lerner, Singer, Robinson, Jenness, & Huey, 2009; Robinson, Lerner, Singer, Jenness, & Huey, 2011). Consequently, assessing the effect of TI on trip behavior requires alternative approaches used in combination with these more traditional methods. Based on prior experience and finding of the current project, we propose a “toolbox” method. This approach combines a variety of focused, targeted, and low-cost methods that evaluate different aspects of a TI program in a particular area. It is also desirable to use a combination of methods due to the large variety of dissemination methods, traveler characteristics, and information types. Findings from these

49 methods can then be combined to generate a profile of overall system effectiveness, especially with respect to its effect on trip behavior. The toolbox should consist of several components which can be inexpensively adapted to a particular site and can provide insight into the effectiveness of a TI program. The list below describes basic approaches and provides a sample of steps taken to ensure the highest quality implementation: • Focus groups targeting certain travelers (e.g., heavy/light users of TI, older adults, smartphone users)—Questions should be tested and developed on populations of interest; detailed moderator’s guide; audio and video recording; question path should be developed based on information gathered via other evaluation methods of real-time TI. • Traveler logs—Pilot testing and formatting checks are necessary; focus on effects on actual travel behavior; look for shifts in planned route/mode, trip characteristics (e.g., occupancy, chaining), pre-trip and en-route behavior, outcomes, and perceived benefits. This method should be used in a limited manner to supplement focus group findings. In fact, focus group participants can also be invited to participate in a traveler log study. • Targeted surveys (including web-based)—Deployed with off-the-shelf software for web-based surveys; cognitive interviewing and item development should be performed, with questions being refined; recruitment from mail-outs and pre-existing survey panels; target census tracts and corridors of interest to send mail-out invitations to participate. A combination of web-based survey panels and mail-outs should be used. • Interviews—Use trained interviewers; pilot testing and question path optimization is necessary; interview script question path should be piloted and constructed based on survey and focus group questions; due to the resource intensive nature (one interviewer per participant at a time), should be used for a focused follow-up to some responses or statements in earlier phases. • Use available data where possible—Examples include traffic and congestion data, surveys, and usage data already being collected. The methods described above should be used in combination to gather a variety of information. Some methods are more suitable for certain types of information—for example, interviews and focus groups are useful for gaining insight into particular issues the public may have with a type or source of information, hypothetical systems or test implementations, and traveler logs can be a validity check on how frequently people really change trips (and based on what type of information source they decide to change trips). In order to develop a profile of TI effects on trip behavior and TI usage in an area, the following should be collected (via combination of methods described above): • Traveler type (e.g., commuters, elderly, frequency of TI use, technology use) • Information type (e.g., travel time, congestion levels, incident information, weather) • Information source or media used (e.g., mobile apps, websites, radio, TV, highway signs) • Temporal information need (e.g., pre-trip, near trip, en-route) • Traveler perception of quality, accuracy, reliability, availability • Information comprehension • Effect on travel behavior • Likeability/satisfaction • Frequency of use • Traveler perception of risk (e.g., distraction of mobile devices) How Transportation Agencies Can Facilitate Traveler Information in the Future There are many ways in which agencies can facilitate providing TI in the future and many provided some ideas through the agency survey discussed above. Below is a description of their ideas along with a

50 few that were developed during the course of this research based on insight gained from the public. It should be noted that they are separated into two categories: “Readily Attainable” and “Looking Further into the Future.” Readily attainable  Data Accessibility—Data collected but not used can be a waste of good resources. It can also be an inefficient use of resources to develop an application internally that can be done cheaper by someone else. In order to enhance an agency’s ability to provide accurate and reliable TI, they should allow easy access to the data they collect so that developers, media outlets, universities, the private sector and others can obtain success without severe bureaucratic navigation. A process should be put in place that has the required steps to access agency data. This would assist both internal staff as well as external agencies. Access agreements should be kept as simple as possible. The data should be made available with little or no access fees. When agencies design their databases, it should be done with a focus on using technologies and standards that will make the data more easily accessible.  Private Sector Partnering—As discussed above, sometimes providing TI can be accomplished more effectively through a private partner that includes the added potential benefit of obtaining free services or even revenue generation. It is imperative that agencies keep an open mind about partnership opportunities with the private sector. Every state has their own laws about what can and can’t be accomplished through private sector partnering but many states have been able to receive free 511 services through private sector partnerships. Agencies can also partner for the development of a mobile app. Private sector partnerships will also benefit by making agency data easily accessible.  New Data Sources—Agencies should consider using outside sources such as having an outside organization provide probe data to supplement agency data sources. This third-party data combined with the agency’s own data could be used to support their TI activities as well as other management, operations, and planning functions. The costs of internally adding and maintaining additional cameras or sensors should be compared to the cost of having a third party provide the additional data. If additional data is contracted by an outside party, the agency should maintain open dialog because technology changes so rapidly.  Partnering with Other Agencies—In order to provide the most complete informational picture to users, agencies should endeavor to work with neighboring agencies to fuse data from multiple sources. It is especially important in regions where multiple state and local jurisdictions exist.  Evaluation—Since the traveling public is the ultimate consumer of TI, it is important for agencies to measure the effectiveness of their TI program. Most agencies put the information out there but don’t measure its effectiveness. How will an agency know how to manage their TI program if they do not know what the ultimate users think about it effectiveness? Therefore, it is important to actually program specific funding to evaluate the agency’s TI program. The evaluation should focus on the users experience and use of the TI that is available. This will allow the agency to actively manage and evaluate their TI program from the user’s perspective.  One aspect of evaluation that could be done is to conduct and sponsor research to develop effective techniques to quantify operational impacts of TI programs. This could be done nationally rather than via a single agency. Research could also be conducted to assess how to mitigate driver distraction that is associated with users receiving TI while driving.  Distribution Mechanisms—Each user gathers their TI in a different way so it is important that agencies provide the information in a variety of ways. Agencies should support a wide range of distribution mechanisms/opportunities in order to reach the maximum amount of users. As discussed earlier, because technology changes so rapidly, it is important that agencies also have the ability and flexibility to provide new types of TI as the environment demands.

51 • Improve Existing Traveler Information—TI provided to users can always be better. Agencies should strive to continually improve the reliability, timeliness, and quality of its existing TI and the resources used to disseminate the information (e.g., highway advisory radio, DMS, etc.). Looking further into the future When looking to the future of TI, it is challenging to make any specific predictions that will help guide agency TI programs given the environment of rapidly advancing computer and communications technology. However, there is work underway to identify a framework for TI in the future. USDOT’s Dynamic Mobility Applications (DMA) Program is looking ahead into a future operational environment that will enable advanced TI services. Enabling Advanced Traveler Information Systems (EnableATIS) is the TI component of USDOT’s DMA Program. EnableATIS has drafted a number of “potentially transformative aspects” of TI such as: • Truly integrated multisource and multimodal data on a regional level; • Intuitive, location and mode option specific information to enable real-time decision making by travelers; • Anticipation of traveler’s specific information needs based on location, time of day, typical individual historical travel patterns and other parameters such as weather conditions; • Improved agency operations with robust and comprehensive data about how the transportation network is functioning in real time and how users are reacting within those travel conditions; • Benefit from real-time user updates about travel conditions or impacts; and • Daily travel decisions which result in a noticeable positive impact on transportation network mobility, safety and overall transportation system operations across modes. It should be emphasized that aside from USDOT’s DMA efforts, the results of this research seem to point to a future where there will be a continued need to solve the paradox of the public’s desire for good in-vehicle TI, but without the distraction (and in some jurisdictions illegal use) of mobile phones/devices. This will impact the future of telematics which terminology used to describe enhancements to the driver’s experience (e.g., GPS navigation, information listings, vehicle performance diagnostics, traffic conditions, etc.) in an automobile by efficient managing information among diverse sources and using wireless communications between the vehicle and a location-based service. Telematics is becoming increasingly sophisticated with ongoing advancements in voice-recognition technology that allows improved hands free interaction with in-vehicle systems. This is one concept that most users could readily embrace. It would be the development of one in-vehicle device that, besides having the standard navigation from point A to point B, would incorporate real-time data for: roadway congestion, road conditions due to weather events (ice, flooding, etc), and planned events that would affect road congestion (construction, road closures, football games, car races, etc.). The users would only have to attend to one information source that provided all the information they needed. The device would also have voice recognition so it would be completely hands free. The goal is to have a single device that would provide the user with a complete picture of road conditions and the user would know that the data was reliable, accurate and timely. This can be provided within an in-vehicle system interface, or as part of a dedicated mounting unit for a smartphone device brought into the vehicle. Smartphones are becoming widespread, and provide many of the features from a variety of sources that users seek. Manufacturers and the USDOT (through such programs as Connected Vehicles and related vehicle design evaluations) have been increasingly concerned with ways to present a variety of travel information in a safe, minimally distracting way. One example is development of integration methods for nomadic devices brought into the vehicle which may provide an array of real-time TI. The limitations and concerns about using smartphone apps mentioned earlier may be alleviated in vehicles that allow for “docking” of a smartphone which is then accessed through the in-vehicle system.

52 Potential for Innovative and New Traveler Information In addition to future trends in TI from an agency deployment perspective, we found it useful to briefly review trends in future technologies and innovations for TI. These technologies are on the horizon and can provide agencies with tools to implement the recommendations discussed above. Although not exhaustive, the following discussion attempts to be forward-looking and detailed enough to provide insight into technological trends that can impact TI systems in the future. In a world driven by telecommunication, continuously changing and improved technologies in this field break barriers that limit the potential of social interaction. The most prominent examples of this are smart phones and the newest technology trend, the tablets. This reality highlights the need to adapt any future development to these new indispensable pieces of technology such as “apps”, push notifications, service locators, integrated GPS, real time users input, etc. VMS, 511 services, and GPS services, among others, need to evolve to a more precise, adaptive, prescriptive, in-vehicle, and en-route modes of RT-TIS. One example of this evolution is a smart phone that can learn the user’s routines and adapt to them, automatically changing any settings to the ones preferred by the user in a specific scenario or time of day. This technology should be developed for private vehicles using GPS systems that automatically determine your most common routes, evaluate their condition when you start traversing through them and suggest other alternatives in case of severe congestion. Future developments would need to implement this technology to all modes of transportation by communicating with the user through phones or tablets. At the same time, all the information available should be gathered by a centralized control system from which each personalized device would download the necessary information to provide real-time and expected conditions in the user’s common routes. The next step in this evolution is accepting real-time input from the most important component of the network, the users. Online social media such as Facebook and Tweeter have revolutionized the way people communicate with each other. Furthermore, they have opened a new chapter in real-time information transfer to the masses. Webpages like waze.com have implemented this idea and allow the users to be the ones that provide real-time traffic information through a “fun, community-based GPS traffic and navigation app”. DOTs can benefit from real-time user updates about travel conditions or impacts in the network. For example, operators responsible for real-time transportation situational awareness in the Washington, D.C. metropolitan region monitor waze.com and even upload user provided pictures of congestion and incidents to a system that shares the information with regional DOT and transit agency operations personnel. However, the real dilemma comes from the fact that providing en-route and more importantly in-vehicle real-time information most likely contradicts the initiative of “zero distractions when driving” that many states pursue. One solution is enhancing the telematic capabilities of the vehicles, allowing for standardized smart phone docking along with voice recognition commands. Even more promising is the combination of this technology with the ongoing partially- and fully- autonomous vehicle initiative. This could yield the most beneficial result, as it could help unify real-time data collection efforts and bypass the distraction-related limitations of hands-on devices. We noted earlier that there were concerns and limitations to smartphone deployments, but some of these approaches can make them safe to use and compatible with the ultimate goal of providing reliable, useful, and effortless TI in a responsible manner. The future of traveler information TI in the future will be completely integrated into our lives in such a way as to make requests for information virtually unnecessary. While today’s TI is primarily “search and discover” with some more generic personalization becoming available, tomorrow’s TI will be provided directly to you—and it will be highly personalized, targeted, and preemptive. Unlike today’s “personalized” TI, tomorrow’s technology integration efforts will mean that users are simply delivered timely information without ever “subscribing” to a particular service or taking valuable time to set up specific alerts and routes into a

53 cumbersome system. This section describes various technologies and efforts that are in the visioning phase, in development, and in some cases, very near to deployment. Dissemination technologies and applications The future of TI depends on several factors including 1) the availability of ubiquitous data (both infrastructure and real-time situational awareness), 2) the dissemination platform/technology, and 3) the applications themselves. See Table 2 for a summary. Table 2. Prevailing dissemination technologies. Navigation Systems The future of standalone navigation systems is limited. Most consumers now have access to smartphones that are readily equipped with free or nearly-free navigation aids. These smartphone navigation apps are sophisticated with voice input, voice directions, maps, real-time traffic, etc. Newer apps are even beginning to explore augmented reality—a topic covered later in this document. Standalone navigational aids are typically not networked, which means that map and point-of-interest updates are manual (and usually costly.) The only advantage of the standalone navigation system is that they do not require a network connection to function, which means they can be more effective in remote areas. The future of these standalone navigation aids will depend greatly on the future of ubiquitous networking, cell reception, etc.—the greatest challenge to their continued existence. In-vehicle Navigation Systems Most smartphones have voice input, voice search, and auto rerouting capabilities based on traffic conditions. Many new built-in vehicle navigation systems have these capabilities, too. The failing of built-in systems is their lifespan and their abilities to keep pace with other more rapidly changing technology platforms. The lifespan of a vehicle and its electronics can easily be longer than 10 years. Smartphones, tablets, and other mobile devices, however, are replaced usually every two years, on average. Even if the device isn’t swapped out or upgraded during those two years, operating systems are updated frequently, and new apps are always being developed, and they can be downloaded, often for free, in just a few minutes. In-vehicle electronics, as they exist today, are fighting a losing battle. They will always be perceived as old. Users don’t appreciate having to pay for multiple data and service plans (one for their phone, one for their home, one for the laptop while in the road, and a final one for the vehicle navigation system). To keep pace with rapidly evolving user demands and technology advancements, it is expected that the more successful vehicle manufacturers will adopt sophisticated docking stations that allow smartphones, Today +2 Years +5 Years +10 Years • Television • Radio • Web sites • Smartphones • VMS • Nav Systems • 511 • Augmented Reality Devices • Heads-up In-vehicle Displays & Audio • Multi-modal in- Route Decision Systems • Radio • Predictive Integrated Calendar Systems • Nav Systems • Personalized Mobile Web • Radio • 511 • Radio • Smartphones • Nav Systems • Web sites • 511 • Integrated Calendar Systems • Television

54 tablets, and other devices to become the vehicle’s infortainment system, providing audio, video, gaming, internet access, and navigation. SmartPhones, Tablets, and other Mobile Devices Smartphones and other mobile devices are the current favorite for advancements in TI primarily due to the ease at which new applications can be deployed to powerful networked devices. As soon as new data sources become readily available, developers can innovate and create new applications that are quickly vetted by hundreds of thousands of users. Advancements in these mobile platforms come quickly. Smaller, increasingly powerful devices, with more accurate GPS, higher quality cameras, longer battery life, and more brilliant displays are developed every few months. Yet, the advancements in TI will be less reliant on hardware, but rather on tighter integration between other services including personal calendars, entertainment, education, and automatic analysis of our travel behavior—estimating our every need without making a single request. For example, the next “killer app” won’t be an app at all, but rather an integrated calendar service that 1) knows where you are, 2) knows where you need to be, 3) knows what the conditions are along the way, 4) alerts you when it’s time to leave—showing you the best route to take, and 5) automatically reroutes you along the way as conditions change. It should be noted that several of these technologies operate within the smartphone space. While we earlier noted limitations in utilizing smartphone apps, the reader should be mindful of the usefulness of smartphones if the technology allows for safe deployment (e.g., in-vehicle docking with central stack information displays and voice controls). This type of predictive and personalized information is what we can and should expect in the near future. Imagine the devices in your home (television, alarm clock, coffee maker, bathroom mirror, etc.) all knowing your typical morning ritual. Each knows when you wake up, when you brush your teeth, when you drink your coffee, and when you usually leave for work. Now imagine each of those devices can talk to each other. They share information. They know where you are in your home, if you’re running according to your usual schedule, and they even know what the conditions are out on the roads that you’ll be driving later that morning. Imagine this scenario. As you sleep, your devices all become aware of several major accidents along your normal commuter route. Your alarm clock goes off 15-minutes early, knowing that you’ll need a little extra time to make it to that meeting on your schedule. As you brush your teeth, your day’s itinerary pops up on your bathroom mirror—reminding you of that meeting you have downtown. Your television automatically tunes to a news station that’s covering one of the major accidents along your route. Your coffee maker automatically turns itself on early to make sure you’re caffeine fix isn’t what makes you late. Your phone/nav system keeps monitoring conditions and plans an alternative route that will help you make it on time, even reserving a parking spot for you ahead of time to ensure you don’t have to walk in the rain too far given that the weather is forecasting an extra strong thunderstorm in the afternoon. All of this happens without you needing to hit a button, type in a URL, or do any sort of searching/decision making whatsoever. It is all effortless and integrated into your daily life. The technology adjusts to your life, not the other way around. Augmented Reality Augmented reality (AR) has been gaining ground recently—mainly as a result of geospatially and directionally aware device proliferation in the marketplace. While AR has often been used for entertainment and educational purposes, there are significant applications for its use within the TI domain that will likely continue to gain traction in the coming years.

55 Locating transit stations The San Francisco transit agency, Bay Area Rapid Transit (BART), is using adopting an AR application provided by Junaio to help improve the experience of its travelers. Transit riders can use the application to navigate their way to stations by holding up their camera phone, pointing it in a direction, and seeing the transit station entrances highlighted on their screens. Similar applications have cropped up in the United Kingdom and in other areas around the United States. Google and Yelp have similar applications for mobile devices that let users locate businesses, restaurants, and other points of interest. Google, along with many other innovators, is actively developing the next generation of augmented reality devices. Google Glasses ® is a product that that can be worn over one of more eyes that will allow the user to see their surroundings while overlaying additional information on the scene. These wearable devices could provide navigation aids to users while alerting him or her of impending hazards, points of interest, and other relevant information. Most of these wearable AR devices will be integrated with other mobile devices, like phones, so that users will be able to take advantage of calendar integration, voice commands, processing power, etc. Live data that streams directly in front of your eye via devices like Google Glasses may seem futuristic, but researchers are working on ever more incredible wearable and discreet technology a reality. Linglea (2011) tested out a small contact lens like device that could be inserted into the eye—meaning the user wouldn’t even need to wear bulky glasses. The UW researchers demonstrated how such a device could be worn safely by testing it in the eye of a rabbit. Although the prototype contained only a pixel of information, this proof of concept could lead to superimposed TI and AR-like applications in your line of sight. In-vehicle Head-up Displays Vehicle manufacturers have been working to develop the types of next-generation head-up displays typically found in the cockpits of sophisticated military airplanes and embed them in passenger vehicles. The technology turns an ordinary windshield into an AR information dashboard. Such systems could improve safety by visually alerting the driver to important objects in physical space such as road signs, pedestrians or animals, and even edges of the road hidden by poor visibility. They could even bring navigation and sophisticated TI directly into the windshield. These innovative head-up display windshields would use night vision, navigation, and camera-based sensors to gather data relevant to the driver’s surroundings, databases of points of interest, and then project corresponding images onto the windshield surface. Future Driver Interfaces Using AR How will TI change when vehicles drive themselves? The Aeon Project is a futuristic exploration into the world of augmented reality. A conceptual design and visioning project, Aeon speculates as to what could be the future of automated transportation systems. One component of the Aeon project is a fully immersive AR system incorporating a navigation overlay which updates itself in real time. The Aeon system brings a unique visual experience to transportation systems. It even allows users to learn about the history and important details of surrounding objects. It is an excellent example of what AR could really mean for the transportation community of tomorrow. Information backbone To realize the many visions of future TI systems, various government, private sector, and university partners must work to solidify and make available the various information sources that will be needed to drive advanced applications (See Figure 17). While many private sector entities are working to generate

56 their own crowd-sourced speed and incident data sources, these entities view these data as highly proprietary because of the time and energy that was put into collecting it for their own applications. True innovation and competition will only begin to rapidly expand TI options if and when government entities pool their resources to collect and/or pay for the integration of these many disparate data sources—making these data publicly and freely available to developers. Doing so will spur innovation, business opportunities, growth, and further the government’s mission of providing timely and accurate information to the public and business for the purpose of increasing safety and mobility—ultimately creating significant economic benefits for all involved. Figure 17. Information infrustructure and real-time traveler applications. Many transit agencies are working towards a national repository of real-time transit AVL and schedule information through their adoption of the Google Real-time Transit Feed. As agencies conform to this standard, 3rd Researchers at the University of Maryland are working hard to create the information backbone of just such a national system. They are slowly making the business case for better data collection, integration, and open access to each and every state and local DOT or related transportation agency. The data they are collecting is being integrated into an open access 3 party developers can more easily tap into each of these independent feeds in a uniform manner—making it significantly easier to deploy applications to large audiences across the entire country. The highway system, however, has no such standard or central repository system which makes it exponentially more difficult to develop regional and national traveler applications. rd party developer toolkit. This toolkit will allow independent application developers and other businesses to tap into a national data warehouse of real-time TI. Though still in development with only about 35% of the country being covered, the system is gaining traction and popularity among the business community. Central Data Repositories Infrastructure CAD Developers Travelers Media/3rd Parties Arriving Safe & On-Time