ct dot mtg its rwis clarus 092811

Road Weather Information SystemsSeptember 28, 2011

Ray Murphy, US DOT - FHWA Office of Technical Support

Ray Murphy [email protected] BSEE – IIT in Chicago

FHWA +10 yrs - program support:▪ Road Weather Management

▪ Emergency Transportation Operations

▪ Real – Time Data Management

+ 20 yrs Illinois Dept. of Transportation:

▪ Operations, Maintenance, & Construction

▪ ITS Project Manager

CEC Officer/Seabees & Engineer Mentor

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Agenda

09:30-09:40 Welcome

09:40-10:30 RWIS

10:30-10:45 BREAK

10:45-11:20 Clarus

11:20-11:30 Wrap-up

Wednesday, September 28, 2011

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Self-Introductions

Name

Position/Role

Any specific area of interest with Road Weather Management?

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Connecticut's Weather Fun Facts

• January - 12.3 inches • February - 11.3 inches

• March - 9.3 inches

• November - 2 inches• December - 10.4 inches

Average snowfall:

Interesting Weather Facts • Average winter snowfall in the Northwest Hills is 50 inches • Average winter snowfall along the coast is 30-35 inches

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Road Weather Information System

Environmental Sensor Station

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History of RWIS Initiatives

1994 – Scanning tour to Europe and Japan

1998 – Establishment of the Snow and Ice Cooperative Fund Program (SICOP)

1998+ – Strategic Highway Research Program

(SHRP) implemented many of the new equipment technologies/maintenance systems observed abroad

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Environmental Sensor Stations 2,253 Sensor Stations (ESS) 52,471 Individual

Sensors

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Sites to be upgraded?• All existing sites will be upgraded in time....we will start with the sites that have inoperative sensors and work forward from there.

Active/non-intrusive sensors?•No new sites are planned - but we plan to install active sensors (maybe even nonintrusive) at all sites in time.

Guidance on future sites?• The existing 13 sites will remain. Future RWIS sites have not yet been identified, but we hope to start that process next year.

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Gaps – data/operational

Gaps – data/operational

The Clarus System (screen shot)

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The term RWIS has a number of diverse definitions ranging from sensing and processing devices in the field to a composite of all weather and pavement information resources available to highway operations and maintenance personnel.

For our purposes, RWIS can be defined as the hardware, software programs, and communications interfaces necessary to collect and transfer field observations to a display device at the user’s location.

While the original purpose of the RWIS was to address winter weather conditions, applications have been developed to detect and monitor a variety of road weather conditions impacting road operations and maintenance.

Definition: Road Weather Information System (RWIS) and its associated Environmental Sensor Stations (ESS) .

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An ESS consists of one or more sensors measuring atmospheric, pavement, soil, and/or water level conditions.

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Examples of ESS Sensors

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As the graphic above illustrates, the RWIS collects, transmits, processes, and

disseminates weather and road condition information.

The RWIS may consist of several meteorological and pavement condition

monitoring stations strategically located near a highway that help

transportation managers make more informed operational decisions.

Specialized equipment and computer programs monitor weather and

pavement condition elements that help users observe how adverse

weather is currently affecting the highways and assess future impacts.

For example, winter road maintenance managers may benefit from such a system during

winter storms by making optimal use of materials and staff, selecting appropriate treatment

strategies, utilizing anti-icing techniques, and properly timing maintenance activities. Traffic

managers may use road weather observations to modify traffic signal timing, reduce speed

limits, and close hazardous roads and bridges.

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ESS Location Relative to Roadway

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Prioritized RWIS Observations1. Precipitation Type 2. Surface Temperature 3. Surface Status

(dry/wet) 4. Precipitation

Rate/Intensity 5. Visibility 6. Precipitation

Accumulation 7. Chemical Percentage 8. Dew point 9. Air Temperature

10. Ice Percentage 11. Freezing Point

Temperature 12. Depth of Water

Layer 13. Wind Speed 14. Relative Humidity 15. Wind Direction 16. Barometric Pressure 17. Subsurface

Temperature 18. Wind Gusts

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Traffic Managers

Emergency

Managers

Maintenance

ManagersDynamic

Message Signs & Other

Roadside Devices

Environmental

Monitoring Networks

Information Service

ProvidersPublic & Private

Weather Service

Providers

Environmental Sensor Station (ESS) Operational Applications

ESS data provides many benefits, in addition to improving road safety, mobility, and productivity, by supplying information on roadway conditions essential for traffic operations, traveler information, road maintenance, and emergency response.

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Benefits derived from theseapplications include:• Weather service providers for surface

transportation customers use ESS data to develop tailored road weather products (e.g., pavement temperature forecasts).

• National Weather Service (NWS), military (public) and private weather service providers use these data to develop weather products, short-range forecasts, and forecast verification, and as input to locally run weather forecast models.

• State climatologists can use ESS data for long-term records and climatological analyses.

• Local, state, or Federal disaster assessment and response agencies (e.g., Federal Emergency Management Agency and the Department of Homeland Security) may use these data to manage emergencies and related response actions.

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• Insurance companies can use these data to help determine risks of potential impacts from future weather events.

• Forensic meteorologists can use ESS data to better understand and reconstruct roadway crashes.

• RWIS ESS data can also be leveraged to support rail, pipeline, and marine operations when such operations are adjacent to or reasonably near the ESS.

• Government and university Mesonets can include these data to support the development of weather and road weather forecast models.

Benefits derived from theseapplications include:

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In meteorology, a mesonet is a regional network of automated observing surface weather stations designed to observe mesoscale (intermediate size) meteorological phenomena (weather features and their associated processes).

Due to the space and time scales associated with mesoscale phenomena, weather stations comprising a mesonet will be spaced closer together and report more frequently. The term mesonet refers to the collective group of these weather stations, and are typically owned and operated by a common entity.

What is a Mesonet?

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Mesoscale phenomena can cause weather conditions in a localized area to be significantly different from that dictated by the ambient large-scale condition. As such, meteorologists need to understand these phenomena in order to improve forecast skill. Observations are critical to understanding the processes by which these phenomena form, evolve, and dissipate.

The long-term observing networks (RWIS, ASOS, AWOS), however, are too sparse and report too infrequently for mesoscale research. RWIS, ASOS and AWOS stations are typically spaced 40 to 100 miles apart. "Mesoscale" weather phenomena occur on a spatial scale of hundreds of miles. Thus, an observing network with finer temporal and spatial scales is needed for mesoscale applications. This need led to the development of the mesonet.

Why Mesonets?

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Mesoscale phenomena can cause weather conditions in a localized area to be significantly different from that dictated by the ambient large-scale condition.

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Maximizing Benefits…

To maximize these benefits, an attempt should be made during the planning process for siting RWIS ESSs to contact other organizations involved in similar data collection that may help both local transportation agencies and other customers (e.g., NWS; FAA; local TV stations; universities and high schools; and, other city, county, and state agencies).

Refer to the Siting Guidelines: in there, it discusses the potential for establishing information partnerships and/or leveraging the data collected by other organizations. The Siting Checklist provides a reminder to the siting team to consider information partnerships during the siting process. 24

The planning team should also include local DOT personnel, especially maintenance personnel. These individuals typically possess a vast knowledge of weather conditions along the road segment they maintain. The maintenance personnel can provide critical input about recurring weather problems such as the locations of frequent slippery pavements, low visibilities, or strong gusty winds that suggest the need for an ESSinstallation.

Additionally, local DOT personnel can often identify areas where an ESS sensor might be vulnerable to large snow drifts, flooding, or pooling water from spring thaws.

Diverse Planning Team:

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Considerations to include:How will the road weather information be used? For example, will the information be used to monitor roadway conditions as input to winter maintenance decisions or road temperature modeling, or to support weather-responsive traffic management, traveler information systems (e.g., 511 systems) or road construction efforts?

Will the ESS be used to measure a site-specific condition or to provide information that may represent conditions across a general area? For example, installing a sensor to monitor the visibility along a fog-prone road segment may result in completely different siting decisions than if the requirement is to collect wind and temperature information for input to a road weather model..

Planning the ESS network should include an analysis of the operational requirements for road weather information. This analysis will drive the environmental sensor requirements and lead to decisions regarding sensor selection and siting.

An analysis of the operational requirements

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System designers should keep in mind that several different sensors may be needed in combination to satisfy observing requirements.

For example, if a pavement sensor is to be included in an installation, the DOT may also want to install air temperature, humidity, and precipitation sensors to complement the pavement sensor data.

The precipitation sensor can help identify whether pavement sensor readings are indicative of new or continuing precipitation, while the temperature and humidity sensors will indicate whether conditions support the formation of frost.

DOTs may want to create a prioritized list of the road weather elements and sites they need to fulfill their requirements. Such an approach may help in making tradeoffs when data collection needs exceed available funding or when a phased approach to meeting statewide requirements is desired.

DOTs should also consider other sources of weather and pavement data that may be available to meet road weather information requirements. Developing data-sharing partnerships with other agencies may help satisfy RWIS ESS installation requirements while improving the availability of data to all partners.

What needs to be measured at each installation?

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Items to take into consideration

Quality and Cost

Added maintenance responsibilities

Utilizing the data

Communications

Varied Users

Liability 28

Communications Standards

A common communications interface is used for RWIS and other ITS devices from multiple vendors to exchange information. Those NTCIP standards used in RWIS applications are referred to as ESS standards. 29

Proactive PlanningAnticipate an event to unfoldSpecific sequence of actions is planned and

executed in advanceProduces more effective event management

Reduce costsIncrease efficiencyIncrease effectivenessProvide the highest level of service possible

Benefits of Proactive Planning

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Road Weather Information System

Environmental Sensor StationSiting Guidelines

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http://ntl.bts.gov/lib/30000/30700/30705/14447.pdf

FHWA-JPO-09-012Publication No. FHWA-HOP-05-026

RWIS/ESS Siting Guidelines

The Federal Highway Administration, the Aurora RWIS Pooled Fund Program, and the AASHTO Snow and Ice Cooperative Program partnered to produce this RWIS ESS Siting Guidelines.

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Criteria is based on an analysis of other published research & interviews with state DOT experts, equipment suppliers & consultants

Guidelines are a set of recommend-ations & are not mandates or standards

Purpose of the Guide• Encourage uniform siting criteria

• Maximize investments in ESS

• Provide instructions for how to select sensors for an ESS

• Provide insight for the selection of appropriate locations for sensor

placement

• Improve integration of road weather data with other meteorological data sets

• Encourage compiling & maintaining metadata

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Implementation and Evaluation in developing Version 2

• Evaluated the use & effectiveness of Version 1.0

• Update with new technology & metadata information

• Three State DOT’s were interviewed for their evaluation of the Guidelines:– Michigan DOT– Idaho Transportation Department– New Hampshire DOT

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Siting Metadata• Metadata: “data about data”

• Metadata are used to document the characteristics of each sensor and its siting to provide users an understanding of what the sensor data really represent

• Standards have been developed for some geospatial metadata, but not for RWIS ESS location and sensor metadata 35

Version 2.0 Updates Discussion of bridge anti-icing systems

Added a section on “How to use this guide”

Updated information on ESS maintenance

Information about the Clarus Initiative

Included a discussion on archaeological constraints, soil conditions & clear zones

Included a reference to the Storm water Guide for storm water management ESS sites

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• Thermal mapping– Better defines thermal characteristics– Help identify similar areas– Optimize the number of ESS to be

installed

• Portable sensor systems help identify:– potential permanent ESS sites– the use of non-intrusive sensors (not

requiring implanting in/below pavement)

Additional Siting Tools

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Conclusion

Collection of road weather information can provide decision support to transportation managers & contribute to more accurate road weather forecasts.

Siting recommendations are designed to satisfy as many road weather monitoring, detecting and predicting requirements as possible.

Siting decisions are best made by a team of transportation operations, road maintenance, and weather experts.

Siting recommendations encourage uniformity in siting, application and participation in the greater community.

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Inquiry New Hampshire DOT - Denise Markow, PE [email protected]

Number of RWIS installations state-wide? 12 sites installed statewide.

How does your agency strategically locate new environmental sensor sites?

We are currently replacing our existing in pavement sensors with non-invasives. We are working with our highway safety and maintenance personnel to locate new sites based on accidents areas during winter months.

Active detection - are you using non-intrusive detection? We are competitively bidding new additions. Which department houses responsibility of the RWIS network? The TMC has the responsibility for the RWIS network.

Data sharing – do you openly share your RWIS information with the public?

We have atmospheric data and pavement surface condition and temperature data currently shown on our 511 site.

Clarus - your participation/perspectives? Have not used much at all but intend to look into further since attending the FHWA RWM annual meeting.

New Hampshire input

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RWIS in Michigan’s Upper Peninsula

October 13, 2009

Dawn Gustafson, P.E., Traffic and Safety

EngineerMichigan Department

of Transportation(906) 786-1830 ext.

316gustafsond@michigan.

gov

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Non-Intrusive Detection/Applications

Disclaimer: FHWA does not endorse any 3rd party vendor products and/or services

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NTCIP compliant – V1 & V2

Can place in existing networks and poll with NTCIP-compliant software

Hardware has no end-of-life

Can easily replace existing stations Interfaces with many existing

sensors from other vendors Compatible with existing towers &

power supplies Lower replacement costs

Permanent Stations

NTCIP Compliant RWIS ESS

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Temporary or Seasonal Monitoring

NTCIP-compliant

Easy assembly and disassembly

Any measurement can be made 43

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TxDOT Bridge Mount

Weather & Stream

Monitoring System SH35 at Brazos River

Flooded Roadway Warning System with Automatic

Barrier GatesW.W. White Rd, San

Antonio, TX

NTCIP 1204 ESS Compliant RPUsALERT Protocol based RPU/Data-Loggers & ControllersNon-Intrusive Road Sensors

Weather Responsive Traffic Management Systems Flooded Roadway Warnings Wet & Icy Warnings High Wind Warnings Low Visibility Warnings

Hydrological Monitoring & Flood Warning– Flood Warning & Environmental Monitoring– Rain & Stream Gauging– Weather Stations– Dam and Levee Safety

Solar Power devices

Road Weather Information Systems

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• Provides air temp, surface temp, surface status, surface grip coefficient & soiled lens “clean me” indication.

• Flat Plate window & lens guard simplifies lens cleaning.• Wi-Fi access simplifies set-up and calibration from ground

level• One-Click Automatic calibration

Non-Intrusive Pavement Sensor & MiniRWIS NTCIP RPU reports road surface conditions

Road Surface Status at controlled intersection

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Small Compact

RWIS with no RPU

Modem

Radio or Cellular

Connection

Digital Interface Protocol

Wind Senso

r

Pavement Sensor

Ability To Install an RWIS with minimal investment -- No RPU/Datalogger Needed

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Radar precipitation sensor

Innovative principle: Microwaves–Doppler Radar

Precipitation type (rain, snow, mixed rain, ice rain and hail) / Precipitation intensity (mm/h)

Maintenance-free sensor

Accumulation calculation (resolution 0.01mm / 0.1mm / 1mm)

Digital data communication with standard protocol and 2 digitale outputs

Non-Invasive Pavement Condition

sensor

Measurement of surface conditions such as wetness, ice, snow or frost.

• FREEZE TEMPERATURE – NON-INVASIVELY • Measurement of water film height• Measurement of ice percentage in water and

determination of freeze temperature• Measurement of friction• Fully integrated surface temperature

measurement (pyrometer)• Electric Isolation• Easy to mount• Low Maintenance costs by firmware 47

Non-intrusive Sensors

Road Weather Information Systems (RWIS) have evolved into complete ITS platforms capable of monitoring any weather or traffic condition.

Flash FoodTraffic FlowAir Quality

Pavement sensors have moved out of the road surface to allow for safer, less expensive maintenance, while also adding surface friction. 48

Weather on the GoTo supplement fixed RWIS mobile weather sensors are becoming increasing popular.

When tied to an AVL system you are able to extend your road weather network.

Measures:Air temperaturePavement temperatureDew PointRelative Humidity

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15 minute Break 50

Clarus and the Connected Vehicle

Ray MurphyFederal Highway Administration

September 28, 2011 Meeting with Connecticut DOT

Meeting with Connecticut DOT 52

The Clarus Initiative• Clarus is an R&D initiative to demonstrate and

evaluate the value of “Anytime, Anywhere Road Weather Information” that is provided by both public agencies and the private weather enterprise to transportation users and operators.

• To do so, FHWA created a robust data assimilation, quality checking, and data dissemination system

that can provide near real-time atmospheric and pavement observations from the collective states’ investments in environmental sensor stations (ESS).

www.clarusinitiative.org

National Rural ITS Conference 53

The Clarus System A database management system for

all surface transportation weather observations in North America

One database removes borders

Provides advanced quality checking for both atmospheric & pavement data

Includes extensive metadata

Easy access via web portal & subscription

2011 National ITS Update

www.clarus-system.comFHWA Road Weather Management Program, in conjunction with the US DOT ITS Joint Program Office established Clarus in 2004 to reduce the impact of adverse weather conditions on surface transportation users. Clarus is the 21st Century’s answer to the need for timely, high-quality road weather information.


Over 75% of State DOTs Participate in Clarus

Sensor & Station Count2,253 Sensor Stations (ESS)52,471 Individual Sensors

Participation Status for Clarusas of August 24, 2011

CanadianParticipation

Clarus Connection Status

Local ParticipationCity of Indianapolis, INMcHenry County, ILCity of Oklahoma City, OKKansas Turnpike Authority Parks Canada

Sensor & Station Count2,253 Sensor Stations (ESS)52,471 Individual Sensors 81 Vehicles

Connected (37 States, 5 Locals, 4 Provinces)

Connected plus vehicles (1 state)

Pending (4 States, 3 Locals, 1 Province)

Considering (3 States, 1 Local)

*1st time showing mobile data sources!

*

* 55


Clarus System Observations


Clarus Users in 2010

4993 unique addresses gaining access (3,524,702 hits) from 67 countries government agencies (federal, state, local) academic institutions weather providers TV stations private sector firms unknown sources (Internet providers, etc.)

Clarus Users in 2009 - 314 unique addresses gaining access (59,000+ hits) from 19 countries

Meeting with Connecticut DOT

Quality Checking Algorithms

Observation compared to manufacturer’s published minimum and maximum values

Example: Air Temperature: 25 C

Specs: -20 C to 50 C

Test Passed

Observation compared to historical climate minimum and maximum values per month by geographic area – gridded field

Example:Air Temperature: 25 C

Climate Value for January: -10 C to 20 C

Test did not pass

SENSOR RANGE TEST CLIMATE RANGE TEST

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Observation compared to previous observations over a configured time range to determine if the rate of change (plus or minus) was acceptable

Example:Values: 10 C, 12 C, 15 C, 35 C

Test did not pass

Observation compared to the same observation types from the ESS

STEP TEST LIKE INSTRUMENT TEST

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Observation compared to previous observations to determine if the values had changed at all over a period of time

Example:Values: 38.6%, 38.6%, 38.7%

Test passed

Determine the neighbors

Calculate a dewpoint value based on the temperature & relative humidity

Conduct a spatial test

PERSISTENCE TEST DEWPOINT TEST

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Neighboring ESS and ASOS/AWOS identified

Eliminate the neighbors that are +-350 meters

Eliminate the highest and lowest neighboring values

Observation compared to remaining neighbors to determine if they are similar

Requires 5 initial neighbors for the test to run

Observation compared to neighboring ESS and ASOS/AWOS to determine if they are similar

IQR SPATIAL TESTBARNES SPATIAL TEST

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Calculate a sea level pressure from the station pressure and then conduct a spatial test

Conversion based on current 700mb Rawinsonde observations or 30-year average gridded data

SEA LEVEL PRESSURE TEST

PRECIPITATION ACCUMULATION

Applies to:3-hour

6-hour

12-hour

24-hour

Uses Stage II & IV precipitation files to accumulate the precipitation for comparison

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Data Need

Elevation

Observations are on the map for one hour

Used in quality checking

Mobile Observations

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Clarus Survey

Conducted by ITSA from 15 June - 15 July 2011

Intent was to increase understanding of how Clarus is used by system customers

28 Participants: 13 State DOTs6 private sector companies4 academic institutions3 Federal agencies1 weather service provider 1 transit agency


Clarus Data Uses

Monitor near real-time weather observations

61% use multi-state view

54% use in-state view

Weather model input: 39%

Evaluating maintenance needs on RWIS: 36%

Use in other systems (e.g. 511) and weather forecasting: 29%


Clarus Access Methods

Map: 48%

On-demand request: 26%

Subscription: 22%

Other: 4%


New Data Preferences

Mobile Data: 81%

Air Quality: 50%

ASOS/AWOS: 46%Other: 20%

Response Frequency

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Clarus System Survey - Summary

Clear primary indicators:

State DOTs are primary users

Main use of data is monitoring current weather

Map is the main access method

Mobile data most desired of new sources


The Connected VehicleImproving Road Weather Awareness


Connected Vehicle ScenariosDaily operations - Recurring congestion and peak ridership conditions (i.e., the baseline for activities)

Major traffic incidentExtended closures/fatalities/ major structural damage occurring on either freeway or arterials with impacts for freeway, arterial, transit, and parking management

Major EvacuationMajor evacuation of large numbers of people caused by unpredictable events (e.g., wild fire, terrorist attack)

Major Winter Weather EventMajor winter weather event (ice and snow) with a regional impact

Special EventPlanned major event impacting corridors and downtown area

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http://www.noiseboxmedia.com/dad/uploaded_images/Alabama-Spring-Football-Game---April-2007-729856.jpg


Connected Vehicle “Anytime, Anywhere Road Weather Data”

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Obtain a thorough picture of current weather and road conditions by including mobile sources• Higher resolution observations that

spatially augment fixed sensors• Take advantage of existing standards

and on-board sensors

Improve weather-related decision support tools to mitigate safety and mobility impacts of weather• Based on ability to better detect and forecast road

weather and pavement conditions

Weather & the Connected Vehicle


VDT Objectives

1. Develop and improve the Connected Vehicle “Anytime, Anywhere Road Weather Information”

2. Better Characterization of current weather and road conditions

3. Accurate Quality Checking and/or Quality Control of vehicle data

4. Development of inferred road segment specific weather and road-weather information for end-user applications

Vehicle Data Translator (VDT)


Vehicle Data Translator (VDT)

Mobile data

ingesters

Parsed mobile data

Output data

handler

QC Module

Segment module

Ancillary data

ingesters

Basic road segment data

Output data

handler

Inference Module

Advanced road segment data

Output data

handler

Apps and Other Data Environments

Stage I Stage II Stage III

VDT 3.0

Ancillary: Radar, Satellite, RWIS, Etc.

QC Module

QC Module


What Can You Do With VDT-based Data?

There are any number of road weather dynamic applications that could use vehicle-based observations:

State DOT-based applications

Transportation-specific applications

Broad Weather & Transportation applications


State DOT-based Applications

Observation assimilation□ Fill in the gaps between

fixed stations□ Collect real-time pavement

temperatures

Maintenance Decision Support□ What are the current roads conditions?□ Accurate pavement temperature

modeling

Manage Maintenance Actions□ End of Shift Reports□ Materials Management

VDT-based data


VDT-based weather alerts: Impending weather hazards Alerts from other vehicles Re-routing

Transportation-specific Applications

*Simulated screen – designed to not distract the driver

*


Winter Maintenance – Which roads have been treated?

Tornado Warning! I70 Denver to LimonDelay Until 3:30pm

Route Specific Impact Warnings for…

School Buses

Truckers EMS

Broad Transportation ApplicationsVDT-based data


Numerical Weather Modeling

Traffic Modeling and Alerting

Weather Modeling – complex terrain

Other surface transportation users

Weather-related Applications


Clarus

Connected Vehicle Data

Capture

VDT(NCAR)

State DOT & Private Vehicle Data

Other Connected Vehicle Applications

Integrated Mobile Observing & Dynamic Decision Support


FHWA Road Weather Mgmt. Team

Paul Pisano, Team Leader Dale ThompsonFHWA Office of Operations USDOT RITA, JPO202-366-1301 [email protected] [email protected]

Roemer Alfelor C.Y. David YangFHWA Office of Operations FHWA Off. of Operations R&D202-366-9242 [email protected] [email protected]

Gabriel GuevaraRay MurphyFHWA Office of Operations FHWA Off. of Tech. Services202-366-0754 [email protected] [email protected]

ct dot mtg its rwis clarus 092811

Technology

inches average snowfall

road weathermanagement

yrs program support

yrs illinois

ray murphy

technical support

us dot fhwaoffice

northwest hills