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City of Norfolk
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“The Heart” – A Powerful and Agile Data Acquisition and Information Management System
Figure 1 illustrates the architecture of our proposed Transportation Information and Decision-
Support System. In short, the purpose of the system is to:
Collect data – convert it to a collection of intelligence – effectively put targeted information
into travelers’ possession for supporting both real-time and pre-trip decisions – similarly use
intelligence to take targeted real-time multimodal transportation system management
actions, with and without human interaction – and monitor system performance over time
for identification of potential operational and roadway improvement strategies.
The architecture could be described as having three “zones”. Moving from left-to-right, first we
have the Data acquisition zone – the points of data collection. They take widely varied forms and
require a variety of interface modules to pass the data to the “Analytics” zone, a series of
databases and processing/analyzing tools to create intelligent “use-case” information. This
information is then carried through various interfaces to the “edge-users” zone, a combination
of portals and applications supporting human and automated decision-support. This structure
lends itself to logical compartmentalization of objects that facilitates change and adaptation.
Details would include structured and documented interface mechanisms between objects.
An important note regarding the concept of “analytics” in the intelligent transportation world:
there are “on-street” and “remote”, or “system”, analytics. On-street analytics are the subject of
progressions in the connected-vehicle world and some advanced traffic controller operations.
This system is addressing the “remote” side – creating abilities to influence operational actions in
advance of events, as opposed to those that demand action in an immediate locale and time,
often safety-related, handled by on-street systems.
Several other concepts are noteworthy. 1) The Data zone incorporates extremely important
data capture from transportation partners, emergency services and the business community, as
well as travelers. Much of this information is of a less technical nature than “traffic” data
requiring participant input, and some will actually come into the system from the edge, e.g.
smartphone app. 2) The system relies heavily on strong participation through user smartphones
or similar devices. There will be concerns regarding privacy and security. We have no hesitations
about achieving sufficient participation. Benefits to users and secure system design, including
limiting the use of personal data in the system, will attract users. 3) There can be a tendency for
large systems such as this to become “black boxes”. At every level this system will include
reporting, visualization and dashboard type tools to support quality assurance and human
decision-making. 4) There is a huge role that Agency Operating Systems play in “end user”
impacts, much of which takes place within those individual control systems. The lines between
which applications do what may change, but in any event there is also a need to improve upon
operational actions taken, and these will also be addressed, regardless of the side in which they
reside. 5) It is crucial that the Open Data Portal doesn’t simply exist. Comprehensive “user tools”
will be created to facilitate the likelihood of third party interest and success.
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City of Norfolk
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Implementing the Smart Cities Challenge Demonstration Project
Importantly, our vision for this leveraged grant funding is outcomes of real value, both long and
short-term, and not just to Norfolk but to the entire country. Our project will be led by
transportation and urban activities professionals that understand human factors and the concept
of accessibility in promoting “smart” urban living.
For a project of this type a certain amount of “dividing and conquering” is a necessity as a
program management technique. Our team allows for efficiently segmented resource allocation
but also provides for redundant capabilities. The key project areas as we have defined them as
well as the three “zones” of the information system structure, fit nicely into allocations of
expertise and capacity over the entire duration of the project. It is expected that we will enhance
this arrangement moving forward, and of course the project will involve engaging contractors,
which the City does on a regular basis. In fact, the City’s practice of having highly capable
consultants and contractors “on call” with contracts will facilitate this process.
The program management plan will build upon the Project Management Body of Knowledge
(PMBOK). Kimley-Horn (KHA) will support the City of Norfolk in managing the proposed program
based on similar experiences working on expansive technology programs including Traffic
Adaptive signalization standards, the integration of KITS Mobile for Cyclists in Austin, and
similarly for Connected Vehicle research planning in NCHRP 20-24. As such the Program
Management plan will consist of managing scope, requirements, schedule, financial, quality,
resources, communications, project change, risk, and procurement. With the nature of this
multifaceted complex effort and range of team members and partners, managing resources,
communications, project change, and risk will be key focus areas. In addition, the City of Norfolk
and KHA will use certified Project Management Professionals (PMP) within the firm to review the
project management plan throughout the project.
Sample Schedule and Tasks
Year 1
Metropia installs current system, “jump starts” app development and data collection. ODU
leads cooperative effort with USDOT to identify V2X research opportunities. City leads early
agency partnership integration efforts, targets locations to develop new operating strategies,
team partners research the top video analytics currently available. Investigate sharing services.
Year 2
Continue Data System development, particularly analytics. Develop “Eco” operating platform
concepts. Install field devices and begin V2I testing. Develop test sites for autonomous shuttle.
Develop plans for EV charging sites. Deploy real-time transit information systems.
Year 3
Complete Data System and app development. Continue V2I testing. Implement autonomous
shuttle pilot. Develop selected Eco-traffic signal system utilities.
Year 4
Demonstration/Evaluation