DRAFT Complete Trip-ITS4US BAA.pdf

DRAFT Broad Agency Announcement

693JJ3-20-BAA-0004

Complete Trip - ITS4US Deployment

Broad Agency Announcement (BAA)

DRAFT

1 Background

1.1 Introduction

In late 2019, the United States Department of Transportation (USDOT) launched a new department-wide initiative to expand access to transportation for people with disabilities, older adults, and individuals of low income. All Americans need access to high-quality, affordable, safe, frequent and accessible transportation options to access employment opportunities, educational opportunities, healthcare services, and other activities. In response to this need, and in addition to encouraging state and local governments to implement American Disability Act (ADA) Transition Plans and physical infrastructure improvements, USDOT is increasing its investments in innovations that enhance access and mobility for all travelers, including, but not limited to the following user groups: people with disabilities; older adults; low income;

rural; veterans; and limited English proficiency travelers (henceforth referred to as “all travelers”.

USDOT’s Complete Trip portfolio will identify ways to provide more efficient, affordable, and accessible transportation options for underserved communities that often face greater challenges in accessing essential services. The Complete Trip portfolio consists of several efforts including three new programs:

the Federal Transit Administration (FTA)’s Mobility for All Pilot Program, the Inclusive Design Challenge, and the Complete Trip - ITS4US Deployment Program, which is the subject of this Broad Agency Announcement (BAA).

The Complete Trip - ITS4US Deployment Program is a multimodal effort led by the Intelligent Transportation Systems Joint Program Office (ITS JPO) with support from the Office of the Secretary of Transportation (OST), FTA, and Federal Highway Administration (FHWA). The Program will make up to $40 million available to enable communities to showcase innovative business partnerships, technologies, and practices that promote independent mobility for all travelers. This program is intended to have local partnerships develop and deploy integrated mobility solutions to achieve complete trips for all travelers. The concept of the complete trip is detailed in Section 1.3.

The USDOT has been conducting foundational research to support an increase in independent mobility of all travelers through the use of ITS and other advanced technologies. In particular, USDOT’s investment in improving personal mobility for all includes research efforts that focus on travelers with disabilities, rural communities, low income travelers and other transportation underserved populations. Examples of such efforts include:

• Accessible Transportation Technology Research Initiative (ATTRI) (2014-present), leading efforts to develop and implement transformative applications to improve mobility options for all travelers, particularly those with disabilities: www.its.dot.gov/attri

• Mobility on Demand (MOD) Program (2015-present), enables and leverages advancements in technology and operations to create an environment where all travelers have safe mobility options, ensuring reliable, informed, and efficient travel in a multi-modal network that prioritizes individual, on-demand mobility: www.its.dot.gov/research_areas/mod

• Grant programs awarded to communities to improve access to transportation for veterans and rural communities such as:

o Veterans Transportation and Community Living Initiative (VTCLI) (2011-2012):

https://www.transit.dot.gov/funding/grant-programs/veterans-transportation/veterans-transportation-and-community-living http://www.its.dot.gov/attri http://www.its.dot.gov/research_areas/mod https://www.transit.dot.gov/funding/grant-programs/veterans-transportation/veterans-transportation-and-community-living https://www.transit.dot.gov/funding/grant-programs/veterans-transportation/veterans-transportation-and-community-living amalia.rodezno Draft o Mobility Services for All Americans (MSAA) (2005-2018):

https://www.its.dot.gov/research_archives/msaa/

These and other USDOT research efforts provide information from comprehensive user needs analysis, technology scans, and technology prototypes and demonstrations of new service models. Other efforts with similar intent have been undertaken by states, localities, other governmental agencies, industry, and academia.

Building from the USDOT’s previous and ongoing foundational research work in concert with emerging technologies, practices and other critical inputs gathered from all sources, the Complete Trip - ITS4US Deployment Program is designed to bring publicly and privately sponsored research together to create large-scale, replicable deployments that generate increased multimodal mobility options for all travelers regardless of location, income, or disability.

1.2 USDOT’s Complete Trip Concept

In order to address transportation needs of all travelers, and specifically travelers of transportation underserved communities, the entire trip from conception and planning to execution and from origin to destination must be considered. The USDOT has defined the Complete Trip Concept to capture the idea that a trip can be composed of several parts or segments and any individual traveler must be able to execute every part of their trip from origin to destination regardless of location, income, or disability.

The Complete Trip Concept: The success of a complete trip can be defined in terms of an individual’s ability to go from origin to destination reliably, spontaneously, confidently, independently, safely, and efficiently without gaps in the travel chain regardless of location, income, or disability. A complete trip can be made up on any combination of trip segments such as: trip planning, outdoor navigation, intersection crossing, boarding and using vehicles, transferring between vehicles, modes and payment services, using stops and stations, indoor and outdoor transitions, indoor navigation and completing travel to destination. The different segments of the trip may have unique challenges that can be addressed to support a successful complete trip. If the infrastructure is not available or in a state of good repair or if one segment of the trip is inaccessible, unreliable or inefficient, then access to subsequent segments is broken, and the trip cannot be completed. Section 4.4 contains further detail on the Complete Trip Concept and trip segments and challenges.

2 Contract Scope The scope of this contract is limited to the development of deployments consistent with the Complete Trip Concept addressing the needs of all travelers regardless of location, income, or disability. The BAA is limited to the first of the three phases (See Section 4.2).

3 Objective The objective of this contract is to develop an innovative and integrated complete trip deployment (aligned with the Complete Trip Concept defined in 1.2), to build partnerships among stakeholders, and to prepare a comprehensive deployment plan that reduces technical, institutional and financial risk.

https://www.its.dot.gov/research_archives/msaa/

4 Program Description

4.1 Deployment Vision, Mission, and Goals

The Complete Trip-ITS4US Deployment Program has worked to define the program’s vision, mission and goals as stated below:

Vision: Innovative and integrated complete trip deployments to support seamless travel for all users across all modes, regardless of location, income, or disability.

Mission: Facilitate the integration and deployment of emerging technologies, along with innovative and replicable, traveler-centric partnerships, business models and practices to foster reliable, spontaneous, independent, safe, affordable, accessible, and efficient mobility options for all travelers.

The goals of the Complete Trip-ITS4US Deployment Program are to:

1. Spur high-impact integrated complete trip deployments nationwide. Assist the transportation industry in tackling the difficult challenge of providing complete trips for all travelers nationwide by streamlining and expediting solution development through complete trip deployments. High impact, replicable, integrated solutions developed by complete trip deployments will reduce the cost of future deployments of these critical personal mobility enhancements.

2. Identify needs and challenges by populations. Identify the transportation challenges and needs of communities to support mobility options for all travelers regardless of location, income, or disability. Populations within each community have different needs and challenges in accessing transportation options to improve their quality of life.

3. Develop and deploy mobility solutions that meet user needs. Support and encourage communities to take revolutionary steps to integrate advanced technologies – especially those that enable adaptive and assistive transportation technologies – into the management and operations of the transportation network, including non-motorized modes. Engage key partners, within the federal government, the research community, stakeholder organizations, and private industry to support development of potential solutions for all travelers.

4. Measure the impact of integrated deployments. Quantify and evaluate the impact of the integration of these advanced technologies, strategies, and applications towards the improved safety and mobility of all travelers. Quantified impacts support communication of technology benefits to future deployers and decision makers.

5. Identify replicable solutions and disseminate lessons learned. Determine which technologies, strategies, applications, and institutional partnerships demonstrate the most potential to address identified barriers to providing Complete Trips to all travelers in a variety of communities and built environments. Disseminate lessons learned from replicable solutions developed by deployment sites to catalyze additional deployment.

4.2 Phased Approach

The work described below is for the structured development of a deployment site concept to prepare for later phases of activity in which the envisioned system can be systematically designed in detail, built, tested, operated, maintained, and used to support evaluation.

Needs-Driven Focus. The USDOT has structured this Concept Development Phase to follow a needs-driven approach as one of its key organizing principles. Needs related to system performance must be identified by relevant stakeholders. These needs must be represented in a focused set of performance measures and performance targets. Applications addressing these needs are then identified. Finally, the ability to capture and analyze observed data to monitor performance over time must be considered as a key requirement of the deployment. In addition, contractors shall support data needs associated with an independent evaluation effort.

Phases of the Deployment Effort. Each deployment site is expected to be developed in three distinct phases as illustrated in Figure 1:

Figure 1: Deployment Phases

• Phase 1: Concept Development – award up to 12 months. In this phase the preliminary proposed idea is developed into a structured concept that is suitable for further design, building, testing, and operation. The structured concept will include identifying specific performance measures, targets, and capabilities associated with performance monitoring and performance management. Key deliverables include:

o Concept of Operations o System Requirements o Integrated Complete Trip Deployment Plan

• Phase 2: Design/Build/Test – up to 24 months. In this phase, the deployment concept is designed in detail, built, and tested prior to operation.

o System Architecture and System Design Development o Application Enhancement and Integration o Deployment System Build Out o Site Preparation for System Interoperability Test o System Interoperability Testing, including security operations interface testing

• Phase 3: Operate and Maintain – minimum of 18 months. In this phase, the tested deployment applications and technologies are placed into operational practice. The impact of the deployment on a set of key performance measures will be monitored and reported on a daily, weekly, and monthly basis. Further, performance and other data supporting a comprehensive assessment of deployment impacts are to be shared with an USDOT-identified independent evaluator.

In the Concept Development Phase 1, the Contractor shall refine their proposed approach (See Section 5) and create a set of documents clearly defining deployment scope and requirements; data, safety, security, performance measurement, and participant recruiting and training management plans; codify partnering arrangements and contracts, and develop a preliminary Integrated Complete Trip Deployment Plan. Upon successful completion of the Concept Development Phase 1, the USDOT may issue a site-specific Assistance Agreement covering the second and third phases of the effort, namely a Design, Build, and Test (Phase 2) and Maintain and Operate Phase (Phase 3). After the three phases of the effort are complete, successful elements of the integrated complete trip deployment are expected to transition to become elements of routine operational practice. Deployment sites will be responsible for the funding of continued operations of successful elements of the deployments for a minimum of 5 years beyond the period of performance of the federal Complete Trip-ITS4US Deployment Program.

As part of Phase 1, the Contractor shall prepare an Institutional and Financial Plan (IFP) intended to codify and provide definitive documentation of stakeholder agreement on concept, objectives, institutional and financial arrangements necessary for the successful implementation and operation of the deployment. More detail for this requirement is included in Section 5.10. The IFP shall include a practical operations and management concept for Phase 3, and for a period of five years after Phase 3 is completed.

The IFP shall also include a feasible financial model to sustain operations for a minimum period of five years after Phase 3 is completed with no supplementary program funding.

4.3 Populations and Challenges

The Complete Trip - ITS4US Deployment Program aims to solve mobility challenges for all travelers with a specific focus on underserved communities, including people with disabilities, older adults, low-income individuals, rural residents, veterans, and limited English proficiency travelers. The Program recognizes that each of these populations have differing and unique travel needs and challenges and within each user group, individuals have varying mobility needs, preferences and ability to travel. In addition, the Program recognizes that there is often overlap between these populations. For example, there is significant correlation between disability and age. Solving transportation challenges of one user group may also address mobility challenges for other groups. The groups are discussed below with example challenges that travelers may face and may need to be addressed to achieve increased mobility for all.

It is important to note that these descriptions are used as examples to start discussions in each community to determine which user groups have transportation challenges that might be solved for project-specific locations through the application of technology solutions.

People with Disabilities: People with disabilities experience a broad range of travel limitations and associated needs. For the purpose of the Complete Trip-ITS4US Deployment Program, four functional ability groups are discussed below as examples. Each of these groups has different transportation needs and barriers that may also vary significantly within the group. Some individuals have multiple disabilities.

The four groups are mobility, vision, cognitive/developmental and hearing.

Mobility: Functional physical ability is a large category that covers any physical movement of the body and can include use of hands, arms, legs, feet, neck and back. This group includes wheelchair users and others. Daily transportation challenges and barriers may include:

• Not all modes are accessible for all travelers

• Lack of sufficient crossing time at pedestrian intersections for people who move slower

• Lack of information on sidewalks and other infrastructure in a community, leaving people unaware of how to locate an accessible pedestrian path

• Lack of tools for locating and working around unexpected obstacles such as temporary construction sites or maintenance of water and sewers

• Elevators or other accessibility features that break down unexpectedly and leave people unsure of the backup plan or workaround for completing a trip

• Gaps or steps between vehicle and platform/sidewalk

• Lack of assistive solutions for transferring between vehicles

• Lack of information about the location of accessible features in the environment (such as ramps, automatic doors)

• Payment requirements between modes and services that involve multiple payment methods

• Transit fare payment options that frequently require tapping or scanning a fare card or insertion of cash/coins

Vision: There is a broad spectrum of functional visual ability, from needing reading glasses to total blindness. Vision impairments result from conditions that range from the presence of some usable vision (low vision), to the absence of any vision (total blindness)1. Some people with visual impairments have some vision sufficient to read large print, navigate around obstacles, or distinguish between light and shadow. Daily transportation challenges and barriers may include:

• Static maps, schedules, and other information on transportation services that are not in an accessible or useable format

• Trip-planning applications and software that fail to provide information in accessible formats or information with sufficient detail

• Lack of real-time information on infrastructure conditions and obstacles

• Noisy environments, such as along busy roads or transit stations, that make navigation information difficult to hear and increases cognitive load

• Unreliable on-board vehicle audible information when approaching a stop

• Lack of audible information at pedestrian signals

• Locating and working around unexpected obstacles such as temporary construction sites or maintenance of water and sewers

• Lack of audible external announcements and consistent information about arriving vehicles

(transit, taxis, ride-sharing, etc.) to ensure people know which vehicle to board

• Lack of tools to assist with transfers and payments (how to add money to a card)

• Insufficient or unreliable information to locate transfer points or vehicles

• Lack of information about the environment including transit stops, mid-block crosswalks, points of interest, building entrances, and stairs/ramps/elevators

Cognitive/developmental: Cognition is the set of all mental abilities and processes related to knowledge, attention, memory, judgment and evaluation, reasoning and computation, problem-solving and decision-making, comprehension and production of language. Many things can affect a person’s cognitive ability resulting in differing levels of functional need. People with cognitive/developmental disabilities may not

1 The Job Accommodation Network (JAN) “Accommodation and Compliance: Low Vision”;

https://askjan.org/disabilities/Low-Vision.cfm https://askjan.org/disabilities/Low-Vision.cfm be able to transfer skills learned from one situation to another. Daily transportation challenges and barriers may include:

• Overly complicated trip planning tools

• Lack of pre-trip planning tools and training that creates uncertainty and impedes independent mobility

• Lack of information regarding accessibility for all parts of the trip and information for detours and unexpected changes to travel

• Lack of consistent intersection design, crosswalk provisions, and location of pedestrian signals and pushbuttons

• Lack of information for caregivers to track traveler’s whereabouts and confirm that they have reached the correct destination

• Lack of real-time on-route information, including on landmarks and points of interest, to help travelers navigate their routes

• Lack of tools to assist in communication and/or asking others for help and directions

• Lack of tools to help individuals communicate effectively with vehicle operators to ensure they reach the right stop

• Lack of tools to assist with transfers and payments (e.g., how to add money to a card)

• Lack of real-time on-route information to help travelers navigate their routes and guide transfers

Hearing: The Centers for Disease Control and Prevention (CDC) refer to hearing impairments as conditions that affect the frequency and/or intensity of one’s hearing. According to the CDC, "deaf" individuals do not hear well enough to rely on their hearing to process speech and language. Individuals with mild to moderate hearing impairments may be “hard of hearing," but are not "deaf." These individuals differ from deaf individuals in that they use their hearing to assist in communication with others.2 Aids can assist with some types of hearing loss, though even these may not work well in crowded, noisy places. American sign language (ASL), lip-reading and the exchange of written notes are sometimes helpful in communication, but not everyone will display the same level of ability to use these techniques and sometimes the particular environment is not conducive to these communication efforts.

Daily transportation challenges and barriers may include:

• Booking and customer service systems that are incompatible with TTY/TDD/speech-to-text software

• Lack of visual alerts for approaching vehicles, including emergency vehicles

• Lack of tools to assist in communicating with vehicle operators to ensure boarding/exiting at the correct stop

• Lack of consistent information about arriving vehicles (transit vehicles, taxis, ridesharing, etc.)

to ensure people know which vehicle to board

• Limited visual information about trip status/updates

• Emergency or other important announcements that are made only in an audible format (over

2 See U.S. Equal Opportunity Commission, “Deafness and Hearing Impairments in the Workplace and the Americans with Disabilities Act”; https://www.eeoc.gov/laws/guidance/deafness-and-hearing-impairments-workplace-and-americans-disabilities-act

PA system)

Older Adults: Older adults form a substantial demographic of US residents. There are currently approximately 50 million US residents above the age of 65.3 As individuals age, many develop mobility, vision, hearing and cognitive disabilities making it difficult to travel on their own and may experience a growing need for reliable transportation services in order to maintain their independence and mobility.

Approximately 35 percent of older adults have some type of disability, 4 while two out of three have some form of chronic medical condition.5 Many older adults choose not to drive or are unable to drive.

Accordingly, they are often in particular need of flexible, reliable, and affordable transportation to access medical appointments, shopping, or other necessary services. Daily transportation challenges and barriers may include:

• Lack of door-to-door (versus curb-to-curb) solutions

• Routes to services that are physically strenuous or include obstacles or steps

• Lack of familiarity with existing mobility-on-demand smartphone apps and other services

• Lack of pre-trip planning and wayfinding tools and training

• Multimodal trips that require the use of multiple payment methods that can be difficult to manage

• Lack of assistive solutions for transferring between vehicles

• Vehicles that are difficult to board or alight due to steps or gaps

• Navigating features that are timed, such as quickly closing fare gates or vehicle doors

• Lack of services to inform family or caregivers of trip schedule and expected arrival times

• Lack of access to private vehicles

• Reluctance to taking community or public transit due to concerns about complicated routes, missed connections, or personal safety

• Lack of real-time on-route information to help travelers navigate their routes and guide mode transfers

• Lack of coordinated, affordable demand-response travel options in rural communities, where many older adults live

Low-Income Populations: Low-income Americans, defined by the USDOT as persons whose household income is at or below the Department of Health and Human Services poverty guidelines,6 are a demographic that require reliable and affordable transportation. They are less likely to own private vehicles, thus increasing the importance of having access to public transportation. Daily transportation challenges and barriers may include:

• High cost of transportation

3 US Census Bureau, 2019 Census QuickFacts Table; https://www.census.gov/quickfacts/fact/table/US/PST045219 4 US Census Bureau, 2018 American Community Survey 5-Year Estimates;

https://data.census.gov/cedsci/table?d=ACS%205- Year%20Estimates%20Data%20Profiles&table=DP05&tid=ACSDP5Y2018.DP02&hidePreview=false&vintage=2018 5 Administration for Community Living, “2018 Older Americans Profile”;

https://acl.gov/sites/default/files/Aging%20and%20Disability%20in%20America/2018OlderAmericansProfile.pdf 6 Federal Transit Administration, “Title VI Requirements and Guidelines for Federal Transit Administration Recipients”; https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA_Title_VI_FINAL.pdf https://www.census.gov/quickfacts/fact/table/US/PST045219 https://data.census.gov/cedsci/table?d=ACS%205-Year%20Estimates%20Data%20Profiles&table=DP05&tid=ACSDP5Y2018.DP02&hidePreview=false&vintage=2018 https://data.census.gov/cedsci/table?d=ACS%205-Year%20Estimates%20Data%20Profiles&table=DP05&tid=ACSDP5Y2018.DP02&hidePreview=false&vintage=2018 https://acl.gov/sites/default/files/Aging%20and%20Disability%20in%20America/2018OlderAmericansProfile.pdf

• Fare systems that require bank card/credit card to access and pay for travel, when many are unbanked

• Mobility/payment apps that require a user to have a smartphone

• Limited services and lack of information on travel options available at off-peak times (e.g. to accommodate travelers that work night shifts)

Rural Residents: Rural areas are geographic areas located outside urban regions and characterized by very low-development densities. Dwelling units are widely dispersed (typically less than one dwelling unit per acre). According to the U.S. census, approximately 60 million Americans (1 in 5) live in rural areas, including high populations of older adults and veterans.7 Transportation options can be especially limited in low-density rural communities. Daily transportation challenges and barriers may include:

• Long-travel distances to dispersed job centers, grocery stores, healthcare, retail centers, educational institutions, and parks

• Limited Internet access for retrieving traveler information and options through apps

• Rural transportation providers that typically have limited budgets, small number of employees, and small vehicle fleets

• Limited transportation services and a lack of coordination between existing providers

• Lack of public transit within walking distance

• Lack of healthcare providers located in proximity to rural areas

• Higher operating costs (passenger movement and goods delivery) in lower density areas with low ridership

• Limited late-night or off-peak public transportation services

Veterans: There are nearly 19 million veterans living in the U.S., with about a quarter of the population having a service-related disability8. Veterans with disabilities face unique challenges as they usually have a very sudden change in lifestyle and have to adjust to their long-term disability as an adult. More than 40 percent of veterans live in areas considered rural9, this may provide additional challenges and transportation barriers including:

• Limited access to Veteran’s Administration medical centers due to distance, lack of transportation options, and limited parking facilities

• Lack of door-to-door access to transportation service options for medical services appointments, educational opportunities, shopping, employment opportunities, and social functions

• Reliance on transportation services that are often not fully coordinated with existing community and public transportation services

• Long wait time to schedule trips and for the scheduled trip to arrive

• Long distances required to travel to receive medical attention

7 US Census Bureau, “One in Five Americans Live in Rural Areas”;

https://www.census.gov/library/stories/2017/08/rural-america.html 8 Bureau of Labor Statistics, “Employment Situation of Veterans - 2018. Report”;

https://www.bls.gov/news.release/pdf/vet.pdf 9 Federal Transit Administration "Veterans Transportation and Community Living Initiative.";

https://www.transportation.gov/careers/veterans-transportation-and-community-living-initiative https://www.census.gov/library/stories/2017/08/rural-america.html

• Limited availability of accessible vehicles for veterans who use wheelchairs to enable them to travel more spontaneously

• Lack of technology access due to lack of training or affordability

Limited English Proficiency (LEP). People with LEP can be defined as individuals whose primary language is not English and who have a limited ability to read, speak, write, or understand English. It includes people who reported to the U.S. Census that they speak English less than very well, not well, or not at all.10 According to the U.S. Census, in 2018, nearly 26 million people were considered to have limited English proficiency, accounting for 8.5 percent of the population.11 Language for LEP persons can be barrier for obtaining services and information relating to transportation. Daily transportation challenges and barriers may include:

• Lack of tools and traveler information in multiple languages for wayfinding, payment and location of transfer points or vehicles

• Lack of tools to assist in communication/translation or interpretation and/or asking others for help and directions

• Lack of tools to assist in communication during travel

• Inaccurate translation of written information on transportation services

4.4 The Complete Trip Segments and Challenges

The Complete Trip-ITS4US Deployment Program intends to award multiple large-scale, replicable deployments to address the challenges of planning and executing all segments of a complete trip. As discussed previously, the concept of a complete trip is that an individual can travel from origin to destination without gaps in the travel chain. A complete trip may include multiple links or trip segments.

If one segment of the trip is inaccessible, unreliable, or inefficient, then the trip cannot be completed.

A Complete trip starts at the trip planning stage and ends when the traveler successfully completes the trip to their final destination. Each trip may include a combination of several links or segments. Each of the segments of the complete trip may have a unique set of challenges for each individual traveler. For this program, the USDOT has defined the following trip segments and potential challenges that users may face in executing travel:

Trip Planning: Trip planning includes pre-trip activities such as trip visualization, pre trip planning, travel training, and pre-trip reminders/alerts.

At the trip planning stage, many travelers encounter challenges due to a lack of information. Users may lack access to comprehensive trip planning information including information on all available modes and services, reliable pick up and travel times, location of transit stops, and payment. Transportation providers may not adequately disseminate information for their services, especially when there is a change or disruption in services. In addition, trip planning information and tools are often not available in a variety of accessible formats and languages. A lack of access to the internet and/or smartphone is

10 Federal Transit Administration, “Title VI Requirements and Guidelines for Federal Transit Administration Recipients”; https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA_Title_VI_FINAL.pdf 11 US Census Bureau, 2018 American Community Survey 5-Year Estimates;

https://data.census.gov/cedsci/table?d=ACS%205- Year%20Estimates%20Data%20Profiles&table=DP05&tid=ACSDP5Y2018.DP02&hidePreview=false&vintage=2018 https://data.census.gov/cedsci/table?d=ACS%205-Year%20Estimates%20Data%20Profiles&table=DP05&tid=ACSDP5Y2018.DP02&hidePreview=false&vintage=2018 https://data.census.gov/cedsci/table?d=ACS%205-Year%20Estimates%20Data%20Profiles&table=DP05&tid=ACSDP5Y2018.DP02&hidePreview=false&vintage=2018 another potential challenge in this trip segment. In addition, a lack of centralized trip planning services can make it difficult to plan different parts of each trip.

Outdoor Navigation: Outdoor navigation includes navigation in outdoor settings including pedestrian and shared-use environments, including first- and last- mile access/egress segments, with information on route and infrastructure conditions, landmarks, and step-by-step directions based on a traveler’s personal preferences.

Outdoor navigational challenges include a lack of tools providing localization and real-time step-by-step navigation with point of interest information. It also includes lack of information about the accessibility of routes and conditions, a lack of information about detours or unexpectant barriers such as icy sidewalks, a fallen tree branch, or presence of emergency vehicles and inconsistent or inadequate wayfinding signage or information. Barriers in this trip segment also include lack of accessible tools with capability to tailor information for individual travelers’ needs. In some environments, a lack of cellular connectivity is a major barrier in accessing traveler information.

Intersection Crossing: Intersection crossing may include technologies to help a pedestrian interact with an intersection or other crossings to understand whether there is a pedestrian signal and how to activate it, when it is appropriate to cross, align for the crossing, alert the intersection they are crossing, request additional crossing time, and other enhanced safety features at an intersection. This may also include technology to help pedestrians locate and connect to transit stops and stations on the other side of the crossing.

A major challenge in this trip segment is insufficient time for street crossings or lack of accessible information of when is safe to cross and how much time a traveler has to safely cross the street.

Boarding / Using Vehicles: Boarding and using vehicles (e.g. transit vehicles, taxis, ridesourcing vehicles) includes accessibility for entering and exiting vehicles, information while on-board vehicles, lack of technology to allow for independent securement of wheelchairs, and interactions/interfaces between the user, vehicles, and infrastructure, including the securement of wheelchairs.

Challenges in this trip segment include limited accessible vehicles available for spontaneous travel, lack of accessible information on when approaching a stop, lack of consistent information about arriving vehicles to board correct vehicle, and lack of tools to assist in communicating with transit drivers to ensure boarding/departing at the correct stop. Challenges in this trip segment also includes navigating features that are timed, such as passing through fare gates or doors, and presence of gaps and/or steps between vehicle and platform/sidewalk.

Transferring between Vehicles / Modes / Payment and Using Stops / Stations: Transferring between vehicles may include transfers at outdoor bus and rail stations, indoor transit centers, or mode shifts from bus to train or other changes in modes, or cross jurisdictional transfers. This trip segment also includes using transit stop/station infrastructure and information, and integrated payment across modes.

Challenges include lack of real-time information in accessible formats and multiple languages to guide transfers, lack of coordination between public and private services, and lack of tools to assist with transfers and payments. Lack of payment integration between modes and services poses another challenge as travelers often are required to manage multiple payment methods. Navigating the transition between modes may also be difficult for travelers if signage is poor, vehicles or platforms are inaccessible, or service frequency is low or too expensive.

Indoor / Outdoor Transitions: Indoor/outdoor transitions capture when outdoor navigation and indoor navigation intersect, allowing a person to seamlessly transition inside or outside and continue the trip by identifying the correct entrance/exit, building features, and localizing/orientation after the transition.

Challenges include lack of precise information on localization and routing for travelers to correctly identify the appropriate building entrances, particularly in larger structures with multiple entrance points and detour entrances due to maintenance or construction. In addition, lack of information about the environments such as stairs, ramps, revolving and sliding doors may pose a challenge to many travelers.

Indoor Navigation: Indoor navigation may include localization, situational awareness, and navigation of large indoor spaces such as train stations or airports, office buildings, shopping malls, recreation facilities, medical facilities, or other indoor facilities.

One of the greatest challenges in indoor navigation is availability of precise and accurate localization information to identify features such as doorways, elevators, staircases and others points of interest.

Precision localization and wayfinding services often are not available for indoor navigation as they rely on technologies such as global positioning system (GPS) navigation. In addition, complex building environments with poor wayfinding signage and features can pose a challenge to many travelers.

Connecting and Completing Trip Segments: This segment includes connections between all trip segments, including first and last mile, as well as trip resiliency and the door-through-door trip concept.

Completing the trip or segment may include notifying trip-takers’ caregivers of arrival at their destination or next trip segment, managing unanticipated conditions, localization technology confirming correct destination, or other trip information used to confirm the trip or segment was completed accurately and safety.

Challenges in this segment include uncertainty whether the traveler has reached the correct destination. In addition, lack of affordable first-mile and last-mile services can prevent a traveler from completing a trip, particularly in rural areas and other locations underserved by public transit. In addition, travelers requiring door through door services often face a challenge when using curb-to-curb services.

4.5 Guiding Principles

The Complete Trip-ITS4US Deployment Program has developed four Guiding Principles for deployers to consider while planning and designing their complete trip deployments:

1. Integrated, Innovative and Emerging Technologies: Design flexible and integrated systems with innovative and emerging technologies that combine multiple technologies, modes, operators and payment systems to facilitate the Complete Trip vision with efficient and optimized travel, for spontaneous or planned trips.

2. Inclusive Design: Plan, design and deploy for the mobility and safety needs of all travelers.

Ensure that all technologies, systems, modes, and infrastructure are universally accessible, affordable, and user friendly.

3. Long-term Viability and Partnerships: Develop robust, replicable business models and identify funding sources that allow successful deployments to continue beyond the pilot phase. Encourage strong partnerships, both public and private, to expand opportunities for innovation and integration.

4. Open and Secure Data and Standardization: Establish or enhance public access to open data platforms. Encourage civic engagement and development of third-party solutions along with ensuring the security of sensitive information. Adopt the use of standards, specifications, and best practices for implementation of infrastructure and technologies.

4.6 Enabling Components / Technologies

A key component of the Complete Trip – ITS4US Deployment is utilizing new and innovative technologies and services to address the trip segments and challenges discussed in Section 4.4. There are a wide range of technologies that can be used as part of a complete trip deployment. The following tables provide examples of different technologies and services in four categories: software, hardware, communications, and service models. With recent advances in emerging technologies and new transportation service models, there is an opportunity to create new innovative solutions to the challenges of a complete trip. Complete trip deployment concepts are not limited to these specific technologies, nor do they have to utilize a specific subset of technologies and services. However, technology-based Complete Trip solutions are sought that are effective, integrated, innovative, replicable, and scalable.

Table 1 provides some examples of different software development efforts that may be part of a complete trip solution. These examples may be just one piece of a complete trip solution or an application that integrates multiple other solutions to provide the end-user with one interface for the complete trip. This software may reside on the hardware solutions described in a later table.

Table 1 - Example Software Technologies

Technology Description Web-based Applications An application deployed on the web and accessed by a web browser

(desktop and/or mobile).

Device-based Application An application developed specifically for operation on a device operating system (for example, but not limited to iOS, Android, Windows, Mac, and Linux,). A software solution may have both a web-based application and a device-based application solution

Machine-Learning Application

Application for ingesting data and learning/extracting information from that data without human intervention. A specific example of machine learning would be an application that analyzes travel patterns and route conditions and can provide a user with an optimal route based on the user’s travel needs.

Artificial Intelligence Application

Application that makes decisions and/or recommendations without human intervention. This would include assistant applications that have the ability to change travel routes based on user preferences.

Automation Application Application that can take care of specific tasks without human intervention. An example of an automation application would be a password manager that automatically fills in your username and password.

Augmented Reality (AR) Application

An augmented reality application overlays a picture, application or 3D model into a real world setting either via a smart phone screen with the device’s camera or utilizing a dedicated headset. One example is a mapping service displaying an intended route integrated with a real-time camera view presented on a mobile phone screen.

Virtual Reality (VR) Application

A virtual reality application creates a simulated world that a user can interact with via a dedicated headset and set of controllers. One example is a VR simulation of a complex multi-level building that allows a user to experience virtual navigation within the building prior to entering it.

Table 2 provides examples of hardware technologies that may be part of a complete trip solution. Like the software technologies, hardware may be one part of an overall complete trip solution or an element that integrates multiple technologies into the full solution.

Table 2 - Example Hardware Technologies

Technology Description Automated Vehicle A vehicle that provides Level 1 through 5 automation as defined in SAE

J3016 (https://www.sae.org/standards/content/j3016_201806/). This would include all vehicle classes including cars, trucks and buses.

Automated Aerial Vehicle

(AAV):

An aerial vehicle that provides automated control and maneuvering such as a drone. An AAV could aid with real-time travel instructions or provide alternative methods for deliveries.

Connected Vehicle Device Connected vehicles (CVs) use vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications to provide connectivity that will enable safety, mobility, and environmental applications. CV includes any wireless technology that enables these types of communication and may include DSRC, Cellular Vehicle-to-Everything (C-V2X) and 5G.

Examples of CV devices include onboard units (OBUs) and roadside units (RSU). An example of a CV implementation would be smart pedestrian crossing technology where roadside units (RSUs) communicate with CVs to provide warning to drivers regarding the presence of pedestrians in crosswalks.

Assistive Robotics Collaborative robots that not only assist with activities of daily life such as walking, but also work with individual travelers and human transportation services to provide related services at different points of travel, thereby improving personal mobility across the entire transportation network – at terminals, home, work, school and other destinations. An example of an assistive robotic could be an automated guide through an indoor transit station for individuals who are blind or have low vision.

Handheld/Wearable Device

Hardware built in to existing handheld or wearable devices such as smart phones or watches or a device built specifically to support one of the project categories that is not widely owned by most citizens (e.g.

augmented/virtual reality headset) that can be held or worn by the user.

Combined with AR/VR and pre-trip planning or concierge, an individual may be able to experience or be trained on a specific trip he/she intends to take.

Infrastructure Device A device deployed in the transportation/city infrastructure that supports one of the project categories. Infrastructure devices would include ATCs, environmental sensor stations (ESS), pedestrian detectors, and https://www.sae.org/standards/content/j3016_201806/ roadside equipment (RSU). An infrastructure device, such as an RSU, can allow communication between infrastructure, vehicles (including transit, ridesharing and micromobility), and pedestrians.

Internet-of-Things (IoT) Device

A device built specifically to support one of the project categories that is not able to be held or worn but is used by a transportation user or that works in concert with another device such as a Bluetooth sensor or speaker. Examples include Bluetooth beacons that help guide individuals throughout a transit station or a GPS augmentation device worn by an individual to increase their phone’s positional accuracy.

Table 3 provides some examples of common wireless communications technologies. These wireless communications technologies would be utilized by one of the hardware technologies to communicate with another hardware technology.

Table 3 - Example Communications Technologies

Technology Description LTE LTE is the most common cellular technology currently deployed by the major cellular companies (Verizon, AT&T, Sprint, etc.). This communications technology is also sometimes referred to as 4G.

5G 5G is a new higher speed/capacity cellular communications technology currently being fielded by the major cellular companies. 5G is an emerging capability and is not fully standardized. Further, the term 5G encompasses multiple technologies including upgraded LTE-like radios as wells as high-bandwidth millimeter wave technologies.

WiFi WiFi is the ubiquitous wireless technology found in buildings, homes and some municipalities. There are multiple generations of WiFi and the WiFi Alliance recently changed its’ naming convention, with WiFi 5 being what most current new devices support and WiFi 6 beginning fielding soon. The technical specifications usually refer to WiFi by its’ IEEE standards working group designation with current new WiFi devices supporting IEEE 802.11ac and new devices supporting IEEE 802.11ax likely in the near future.

Bluetooth Bluetooth is the common wireless technology used for short-range, low energy use cases. Bluetooth is commonly used by beacons and other smaller devices with power constraints.

Dedicated Short Range Communications (DSRC)

DSRC is a communications technology that can be utilized for vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications.

DSRC is based on WiFi protocols (IEEE 802.11p) and is optimized for short range rapid communications.

Cellular Vehicle-to- Everything (C-V2X)

C-V2X is another communications technology that can be utilized for V2V and V2I communications. C-V2X is based on LTE protocols rather than WiFi and provides comparable short-range rapid communications.

Table 4 provides examples of different service models. Service models can integrate one or more technologies (software, hardware, and communications) to provide specific services to travelers. Service models may also include a revenue generation model associated with service provision, e.g., subscription or per use/per mile charge.

Table 4 - Examples of Service Models

Technology Description Trip-planning and Concierge Service

A human and/or virtually operated service to help plan and execute complete trips. These services could also include pre-trip training to help an individual familiarize themselves with different transportation options, concierge services to assist travelers on their routes or connect with caregivers.

Third-Party Service A third-party offered service that provides accomplishes a specific task or provides information or data. This would also include ride sourcing services, micromobility services, microtransit, and demand responsive transportation services.

Public/Government Service

A public/government offered service that accomplishes a specific task or provides…