Webinar date: September 1, 2020
Learn how DOTs may be able to use existing infrastructure to take advantage of connected vehicle messaging, without the major price tag.
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Good morning. My name is Amy, and I'd like to welcome you Trihydro's Connected Vehicle Technology Without the Costs. Today's session is titled, How to leverage third party provider Infrastructure. We're excited to get started, but first
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Now, I'd like to introduce our speaker. Mr. Shane Zumpf is an enterprise developer specialist with over 14 years’ experience as a software architect, specializing in creating enterprise applications. Shane has authored and presented
on connected vehicle, otherwise known as CV topics, ranging from the WYDOT CV pilot program to CV integration best practices within Traffic management Centers. Shane is the application development lead for the WYDOT CV pilot project, and is responsible
for the system design, application, development, oversight, and schedule, as well as testing. In his free time, you can find Shane out in the mountains climbing or trail running Shane. I'll now turn it over to you.
Awesome. Thank you very much, Amy. Appreciate that. And thank you, everyone, for attending this, this webinar.
We're gonna go over how we can deploy connected vehicle technology without all the costs associated with it. So, we're gonna run through a bunch of scenarios and be able to show real cost savings for state D O Ts.
When they're deploying tracked vehicle and especially tracks beautiful messaging, also talk a little bit about what messaging is and how it works in the state Dotty environment.
Most of what we're gonna be talking about today is really focused on stuff that we've learned from the Wyoming ... Pilot project. Before I dive into all of that, I really wanted to go a little bit to try Hydro ... Company. That worked
for, traditionally an environmental engineering consulting company.
We also have a technology services and solutions business in this business, and we do a lot of software development, mostly focused on environmental products and compliance. But in 20 15, we actually partnered with the Wyoming Department of Transportation
on why not connected vehicle pilot project.
So for the past five years, we have been really focused on building our connected, beautiful environment, where we've come up to speed very quickly, and are now one of the leading technology firms, and the development of world vehicle technology. We
also have a really dynamic team of developers that have done everything from augmented reality to machine learning. So we have a lot of confidence in being able to beef up really quickly on cutting edge technology.
OK, a little bit about myself I am the application development lead for the WYDOT Connected Vehicle pilot project Amy more or less went into two, more about my background and history.
So, I'm not going to dive too deep into this, But I did want to tell everybody a quick story on why connected vehicle technology, why it means so much to me. and why building out the ... Vehicle Pilot Project, I see as being really important.
So, back in 2008, my wife and I were going to be moving from Spokane, Washington to Laramie Wyoming. My wife had just gotten that dream job. And so we load up a big U-Haul and started on our journey from Spokane.
We get all the way down to Cheyenne, which is only about 50 miles away from Laramie and decided to keep going. You know, that it was in them, but it was in the wintertime.
So January, February timeframe, and we got about 20 miles down the road from Cheyenne.
Note at that whether, actually, it was a pretty nice It was blue skies and whatnot. But this is essentially what we encountered about 20 miles down the road.
The thing was, is it had snowed a few days before and the wind really went up. So this is a ground blizzard, we can barely see 5 to 10 feet in front of us. At times. It was white knuckle driving for the next 30 miles. And I was, I
was scared, frankly going through this section of road and it took us about an hour and a half to get through it.
Now had I known had somebody told me, hey, you, these are the sorts of conditions that you're going to encounter through this section of road.
I absolutely would have just gotten a hotel in Cheyenne and held off on the journey and going over to Laramie that day.
It was that scary. Still.
also, want to play really quick, a brief video for everyone, and Just bear with me here for one second while I get this video.
If it'll pop up.
Sorry, this is an accident that occurred along that same stretch of road that I was just talking about.
And it's a giant pile up that occurred in April of 2015, so this is a spring snowstorm.
Then really, a lot of these trucks on a slight decline and it's super foggy. It's not a ground blizzard, but it is you're gonna hear a lot of impacts here from these trucks going into this pile up.
I'm just gonna let this video play out for a little bit longer, just so you guys can get the impact of what I was talking about in my experience going through, and what we're trying to avoid with a pilot project.
Just note that nobody was actually shouldering this accident. There were some injuries, but no fatalities.
OK, so let's go ahead and move on. What does the current methods of communicating with drivers are on the roadways?
Well, right now, we're actually using a few different methods. We've got 511 apps that are typically done on a first name basis. And those really focus on being able to communicate current road conditions, as well as sometimes travel times. Width
drivers are on the roads.
The problem with some of these 511 apps is that for truckers that are navigating multiple states, they would have to switch between 511 abscissa, super practical for them to do so. We also need to be able to communicate that out to drivers out on
the roads that they need to download these apps for navigating.
The other way that we're actually communicating with drivers on the road is through dynamic message signs. Dynamic message signs are actually really practical. Really great ways to be able to communicate with every single driver out on the road.
They've actually been shown to be able to reduce accident rates by up to 7%, So, it's really effective, but it's also really expensive.
So, with an average capital costs of almost $157,000 per dynamic message signs, with an average estimated life of about 25 years, an average operations and maintenance costs on top of that of almost $8000 per year, per DMS. It can, it can be somewhat
impractical to be able to deploy these statewide, especially over areas where you're gonna run into multiple conditions that you want to communicate out to drivers.
So, what's a better way?
What about being able to push messages to vehicles on the road as they're driving through sections of road that a message applies for?
What if we can warn drivers of upcoming dangers? What if we can do it all within their vehicle themselves, right?
So, what we're talking about with the Wyoming DO TO connected vehicle pilot project is being able to essentially put a dynamic message signs in a car. So, whether that be through a tablet, or a heads-up display, or in the dash itself, right, Being
able to communicate with drivers around the roads, the conditions that they're going to be able to expect.
Perhaps travel times, variable speed limits. Anything that you can imagine to be able to communicate to a driver out on the road that you want to. We can do that.
How we do that through connect vehicles is something called the Traveler Information Message, or TIMS.
Terms are Geo fenced messages intended to inform tonight vehicle drivers of situational data.
Now, geofence essentially means that we're talking about what a one section of road a traveler information message applies to. So as you enter in to a particular section of road, say, it starts on mile marker 43, and it goes to mile marker 53, you're
going to receive this message that your, you've got snow conditions or icy road.
What the white aren't connected vehicle pilot projects is actually easier for.
It is for work zones, road conditions, road closures, parching blower this. This is only a subset of actually what, why that's using M four and what we can actually apply for any state. So, think about how this can apply to your State D O T.
Right, so if I'm Arizona and I want to be able to communicate out about sandstorms, you can actually create a traveler information Nest.
That's also using it for variable speed limits, sections of road when we're trying to reduce speed, based on some of these other road conditions, Spot whether warning impacts. We can, we can do it for a whole host of information that you want to
be able to tell drivers out on the roads, it's going to be able to better prepare them. Just like, I wouldn't bet it will be better prepared traveling from Cheyenne to Laramie that.
So, let's also look at how it Tim actually works.
So for Wyoming, we've got different sections that we are able to detect through road jams, through road weather information systems. Also through our snowplows, on the roads that are able to report road, condition information back to our traffic
So say we have a snowplow that's recorded snow and icy conditions in this section of road.
Well, gee, goes back and reports that to our Traffic Management Center, the Traffic Management Center then updates there are 511 system with those road conditions that apply for that roadside.
As they do that, travel is built out software, to be able to help create these traveler information messages, and then disseminate those to our roadside units that are installed along the roadway.
Now, all of the RSUs that the WYDOT is installed, are indicated by these little green dots, here. So, our traffic management center then pushes the messages to these roadside units.
The roadside units then started broadcasting these travel information messages to our connected vehicles, Connected vehicle then encounters one of the RSUs. It receives the traveler information message.
As it continues down the road, soon as it hits this section of road, travel information message applies for, that driver will then see the alert on a tablet, or the heads-up display or in dash.
So, in this case, the driver would get, essentially, a few icons on their tablet tying them, that there's snow and ice conditions in the next, in this roadside.
So what are some of the economic and social benefits we can foresee with Travel information messages? And mind you, all of these numbers that I'm about to show you, These are all estimates.
And we think they're really conservative estimates, because frankly, if we're looking at a dynamic message signs, that can reduce accident rates by up to 7%.
And we're saying that traveler information messages can reduce it by that 1.1%. Which what we've done here on looking at some of the economic and social benefits of travel information is just we think that's really conservative.
Now, mind you, we don't actually have any solid numbers, because the Wi-Fi connected vehicle pilot project hasn't completed, yet, as soon as it does. We should be able to get some performance metrics from that and be able to look at some of the raw
numbers. And see if it actually now much reduced accident rates by, and how much we can actually see from benefits in this in the future.
So, this chart shows you looking at a 1.1% reduction in assets, which can we think is pretty conservative.
What that would look like over time, as the density of connected and autonomous vehicles grows in the future.
So, at the very start, here, we wouldn't see too many impacts on cost savings, and these cost savings are federal and state portions of the accidents. So deploying emergency services, and being able to do that doesn't really factor, and a lot of
the fatalities that are associated with it as well.
So over time, you can actually see by 2035, with only that 1.1% reduction, we're looking at a savings of $200 billion per year.
And that's only going to grow as that connected autonomous vehicles, A density increases. I also wanted to mention, I'm talking a lot about tonight vehicles here, these same messages applying to autonomous vehicles as well.
So autonomous vehicles can take in data, such as you're going to encounter snow and ice, icy roads, overhead.
It might choose to then, switch over, to, rely on other sensors, as opposed to the computer vision, so that you can navigate through areas that are going to be dense and fog, or dense and snow.
So, again, autonomous vehicles will absolutely need. So with this extraneous information.
Roadside unit. So what does it cost associated with deploying a lot of this technology?
Well, well, let's look at some of the, just, the raw heart of our costs associated with it.
So, RSUs, HR is to, has a 300 meter range.
And these are the equipment that you install on the roadside to be able to communicate with the connected and autonomous vehicles.
The RSUs with existing infrastructure run, on average, about a little over $4000, that's including Epic installation.
When we're not talking existing infrastructure, when you have to bring in network power, as well as install a pole for being able to mount our ICU on, you're now talking about an average cost per unit of almost 15,000.
So, we did a little bit of calculation, since here. We did a mixed average cost of about $11,333 per roadside unit installed. that's throughout the States.
Um, so let us look at how many RSUs it would take for 100% coverage, right, For 100% coverage of all of our roads, in the US, we're looking at almost $180 billion.
For Wyoming alone, trying to fit all of our roads with 100% RSUs coverage, you're looking at almost 120,000 hours used to be able to be deployed, And that's going to talk about a one point four billion dollar price tag.
Well, let's hear that way back. Let's say we don't need no 100% coverage. Let's look at just 33% of our job, one third of all roads would be covered by RSUs. You're still talking about a half a billion dollars.
And I don't know about your states but our states, Wyoming in particular, definitely not afford a half billion dollars, especially right now.
So, let's look at, what if we can actually deploy connected vehicle messages.
And avoid all the costs associated.
And that's what the white on connected vehicle pilot projects really had to do, we have to think outside the box.
So they've partnered with Sirius XM to be able to distribute the same travel information messages over satellite.
And we really looked at using what was then at the time, the US DOT Situation Data Warehouse.
Now, the situation Data Warehouse of the U S D O T no longer wanted to maintain that going forward.
So, Trihydro stepped out with the encouragement of WYDOT and built to calm the situation data warehouse we renamed into the situation data exchange. We thought that better accurately represent what it did and then we built on top of what the US DOT
had. More or less, took the situation Data Warehouse as core, and it really built a much better system on top of it.
And so what does this, what does this look like in our architecture, and how does it work?
Let's look at the, what are connected vehicle architecture. Now, this is a lot of information on here, and I am not going to go through all of it, but I wanted to point out a few key facts here. On the left-hand side, you're gonna see all thought,
why not applications that are feeding in to the 511 system, where we're able to communicate information out to drivers on the roadway.
And in the middle, we've got the, essentially, the Traffic Management Center system itself.
On the right-hand side, we've got all of our connected vehicles.
And just to the left of that, we've got all of the our Roadside units that are in this yellow box.
Now what I want everybody to really focus on, is this area down below.
This is the Trihydro situation, data exchange, and the satellite service provider, which is essentially Sirius XM.
So we're getting data and from the, the wider connected vehicle system and we're getting these connected vehicle messages, those are then being distributed to Sirius XM, which is broadcasting those same travel information messages over their satellite
Then our connected vehicles have satellite receiver send them that are able to receive these connected vehicle messages and display driver says they're going along the route.
Let's look at a really simplified view of this. So we've got to keep track management centers.
They're generating traveler, information messages, pausing, those two situations data exchange serious exam as an employee. From then, I do want to stress that there are other means of communication that we can push the same traveler information,
Miss just outside. We can do this over LTE. So any navigation apps that want to be able to use the same information can pull those same connected. Vehicle messages use those to display the drivers on the road.
Vehicle manufacturers, OEMs can then also use the same information that they can distribute to their vehicles over LTE or through satellite. It receives those same messages within their vehicles themselves.
So this is something that we're expanding and we're looking into.
But right now, we're really focused on that Sirius XM piece because they're the ones that have integrated with the wide eyed, tonight's Buccal Pilot project. And they've got a fantastic system for being able to distribute messages to their vehicles
So, let's look at what this has done for Wyoming.
Right now, for that, the connected vehicle pilot projects, what I wanted to, they don't really ambitious here. We had 76 are issues.
We wanted to allocate 102 miles of roadway from the brass border all the way to the Utah border. We did that. We did that with, 76 are issues that we placed using a hot spot analysis.
And so we had, not really a 100% coverage of IIT because there were big gaps in between all the issues.
Using Sirius XM allowed us to be able to plugin, those empty spots.
Why don't we took it one step further though?
We've actually now enabled the entire state of Wyoming to be connected via a message enabled using VSTS. We're pushing messages for all Federal and State Highways throughout Wyoming.
So right now, drivers that are tracked vehicle drivers out on the roads can receive messages for all of 125,000 ID in Wyoming and all of our state highways as well.
So it's something that we're really proud of. And we're trying to get out to other state DOTs. We said, hey, you guys should do this, too, and you can do by installing minimal infrastructure. So we didn't actually install any RSUs along
any of the other roadways. But we're still getting the benefits of CV messaging.
So let's look at a cost analysis. What does it take to outfit, a 100 mile Stretch of road?
Let's just take an average per mile stretch of highway or with connected vehicle messaging.
We're going to use a very, very conservative estimate of $4000 per RS you installed. So I'm not using that mixed average that we're talking about, of 11,333.
Then, the reason I'm not using that, is because I want to be able to communicate out to everybody, that the cost savings, that you can actually get using the SGX.
So if we look at 100% or shoe coverage, for that 100 mile stretch, we're like an average of about 300 RSUs. This is assuming that there's open trade, and you don't have trees that are restricting that 300 meter range for your RSUs.
That's our first scenario.
Let's scale that back. Let us look at a second scenario, with 30% coverage, but we have 90 RSUs, replaced using a hotspot analysis so that we're, we're doing a critical locations.
But we're still going to have large areas of debt coverage for connected vehicles.
We're still going to have to place out 90 RSUs.
Let's also look at a minimal. or the third scenario, we have minimal RFQ coverage. So we're still deploying five RSUs or supplementing that using ... slash DX.
If we look at the cost comparison here, you're going to see that the 100% ... coverage runs us about one point two million dollars.
The 30% or shoot coverage runs us about 360,000, then the 5% is only about $20,000 to be able to deploy these.
Operations and maintenance costs are going to compound.
We don't have good numbers on what O&M costs are for RSUs because they are.
they're cutting edge hardware really, So what that's gonna cost in the future to be able to maintain these systems year over year? Initially, it might be pretty high, but you're gonna want to factor in some base cost for being able to maintain those
Wyoming we've already had to revisit these are issues multiple times over the course of a year, so they're, they're not like a plug and play system for the most part.
I also wanted to run a different cost comparison here, for dynamic Message signs.
So, let's say we wanted to install five dynamic message signs on that same 100 mile stretch versus five RSUs using the SDS.
You're looking at almost $800,000 for those five dynamic message signs, Versus the $20,000 for the ... DX Now this isn't really a fair comparison because dynamic message signs obviously, to reach a higher vehicle density and the ... with the
CX will only reach the connected vehicles that are in that area and our satellite table.
Um, so, I still want to just throw this out there and just see.
You can look at how, how small the cost is to be able to deploy in ours. Use the five R's Shoes with the CX, versus the five dynamic message signs.
So we're results really using the STS for 100% coverage now.
Using USDA actually results in savings of Overstock wall, about 100 one point two million dollars or that just one hundred miles.
Using the SPX results in savings of $340,000 over 100 mile stretch of road was only 30% of ... coverage versus the 100% coverage that we have with DSDR.
And then the comparison with the dynamic message signs and the sea ice with the five RSUs is about $765,000 difference there.
Operations and maintenance costs, again, are given compound this.
So, you're going to really want to look at those costs and making sure that your duty to maintain the RSUs going forward.
I also wanted to stress that our issues are still useful. It's not like you want to not deploy any .... I told you that, you know, Wyoming didn't deploy any issues over the entire state area, that, that is one scenario you can go by.
But if you want to be able to get information back from connected vehicles, RSUs…
And that gives you a lot of also useful information on how, what your vehicle travel times are, if there are potential accidents, or something to that in the area. Vehicle travel speeds. So it gives you a lot of useful information coming back
in from connected vehicles to your either traffic management center, traffic operations center, into your duty systems, essentially.
So I don't want to discount that entirely.
The other thing I want to touch on, was the SPX spectrum, or the Sorry. The SGX is Spectrum Agnostic.
So, Connected Vehicle, I'm sure you've heard about the whole DSR sea versus cellular vehicle to everything.
Sort of competition that we have here, and the FCC recently ruled that they were going to re-allocate the spectrum.
The idea SRC is currently using to cellular would be the eggs, as well as unlicenced WI fi.
Well, the SPX, since we're using satellites to be able to distribute these connected vehicles, is spectrum agnostic. So we don't really care about that, that fight, if you will, between BSR C or C V to X, because we're delivering the these connected
Connected vehicle messages over a different, a different pass.
So, just something to consider, that your state can still invest in connected vehicle messaging without having to worry about switching technologies from DSR C to C B to X or worry about purchasing a particular type of our SEO. That might be able
to do both spectrums. So just something to another thing, another piece to consider, and something else that you can save money on while still moving your stay for with connected vehicle technology.
So, what are some of the features associated with the situation, data exchange?
Well, we took what the U S dot he did with the situation Data warehouse and we really built on top of it. We added two factor authentication for better security, including the data storage and retrieval portions of it.
We also allowed so that only state duty, authenticated accounts, are allowed to deposit message to the CDX, so you need to be there.
Authorized by state. We're not. In other words, we're not allowing any commercial entities, entity STIs itself. We thought that this would be a much more secure way. to be able to do things in the data would be much more trust.
Also, we're looking at geographic restrictions here, And we're now looking at, we've actually implemented this already, where, what we're trying to do is only allow ... to be able to push messages related to their geographic regions. So if you
have different districts in your state and those different districts are responsible for pushing out messages on narrow roadways, then you can essentially have different D O T entities signed up to the Situation Data Exchange are allowed to push messages
for only their regions.
So when we've got, why not in there, they're only allowed to push character, beautiful messages for Wyoming. They're not allowed to push out connected vehicle messages that are in regions in, say, Florida.
Also, we're looking at, we've got Tim validation where we are looking at Tim's, making sure that they are correct. They're formatted correctly. There are encoded correctly. And they also have CMS certificate associates.
So, this is the other big portion.
We are requiring all travel information messages that are deposited into our production version of the SES to have CMS certificates associated CMS certificates indicate that this is a good player or a good actor in the connected vehicle system.
So we want to, we want to make sure that we're not circumventing that system.
Also, another thing I wanted to mention really briefly was works on data exchange. This has been a pretty hot topic lately, Based on the ... release of the grants for, and pushing for works on data exchanges. We see this situation data
exchange, not only for traveler information messages. We'd like this to be a central hub for all connected and autonomous messages.
So the works on data exchange. Portia is just another thing that we're working in here.
We partnered with WYDOT, Utah, and a few other states of Washington, South Dakota to be able to also use the Situation Data Exchange, as it works on data exchange as well.
Again, that one stop shop, or third parties to be able to receive this information, We think that that's important going forward.
All right. So this is super exciting for us. It's Raven.
And Ravens are intelligent transportation system that we have developed at Trihydro…
So, this, we're building it such that we hope it's going to be more or less a plugin place system, your ... can then take on ramp, up, really quickly, web connected vehicle messaging.
Now, Raven isn't required to actually deposit the SGX letter to help you get there a lot quicker.
We're looking for a few State ... to be able to, to pilot Raven West and looking at integrating it with your systems.
If you're interested in this, please reach out to us. We're looking again for a few partners to be able to pilot this project.
We've been working on Raven for a little while now and believe that it's going to be a game changer, boards and connected vehicle messaging environments, especially with ....
Getting started and resources. So, now that we've got the CX here, these are a bunch of resources that we built out for states to be able to help them integrate with the SDS itself.
So, we've got an API definition here, that allow your developers to be able to go out. Look at all the features for the the SGX and how to integrate their systems with the SDS itself.
We also have the NSTIC Beta site for testing and a production site for being able to push your production travel information.
We've also got a sample deposit application that allows you to be able to see how we've been doing this, and that with, with our different systems, with Why not.
So, we think that these resources will help you get moving forward.
If there are any questions on any of this stuff, we would also be absolutely no more than willing to help you out and help you get integrated with the SGX.
So with that, I'm going to hand this back to Amy, and we'll go over any questions. Great. Thanks so much, shame. Now, let's move on to our Q and A If you haven't already, please type in your questions in the attendee panel in the Q&A
I'll just wait a few minutes, seconds. I see one coming in, Shane. How many message type does the SDX currently support?
I mean, that's great. Thanks for that question. So, right now, the ... actually supports traveler information messages, as well as works on data exchange messages.
We are looking at expanding that to RSM support as well. So roadside safety messages. And that's really the second generation of travel information messages.
So we will support those as soon as that standard becomes finalized.
Right now, I think there's still working through a few things, and probably in the next six months or so, that'll become finalized. As soon as it does, we're going to be able to support that message set as well.
The other two messages that we're looking at, being able to support our map messages, which are essentially defining a roadway. And as well as we're looking into being able to support spat messaging on top of all that. So spam messages, and
serve another piece and of itself. So there's a bit more that we're gonna have to work in there, but it is on our roadmap to build support.
Excellent. Thank, Shane. We had a question come in for Matt. He is asking has Raven been integrated into any existing 80 S platforms? Ours is I R I, S, for example.
Yeah. So we haven't actually integrated this with any ATM as a platform yet on high risk, but we are building it such that it will be able to be integrated really easily with any traffic management system.
We've taken what we did with wider and wider has built out a system most. Most everything is customized in ... for their applications on their 511 Systems.
Now, what we're doing with that, one in particular is building an API that can integrate there, and then building modules that plug into there and more or less intercept messages.
Now, we're building Raven such that it not only will be able to integrate with ATMS systems, but it'll also be able to look at data feeds that the ATM system is providing and generating connected vehicle best. Just off of that, we still need to look
into ... systems themselves with Brandon.
Just because that CMS integration really well, we'll build out Raven such that you won't really need to worry about that system too much.
You'll just need to work to get that system up and running, and we can help you through that process as well. But as soon as that is there, then Raven will be able to integrate with your HMIS system to be able to push out messages to the SD access,
as well as your RFQ.
Great, thank, Shane. Question coming in from John Did you see a degraded performance and wireless communication. For example, Sirius XM are DSR see during snowing conditions.
So, that's a That's a fantastic question. We have not seen that, yet. It seems like DSR C does go through snow fairly, fairly well. So we haven't seen, like a bait degraded performance there. We have limited results in the snow right
Again, over the wireless communication, we have we haven't seen too much of a performance degradation.
OK, another question for Mark, What type of data would I need to share in the pilot? And the second question is, What are the benefits to a DOT of joining the pilot program?
Those are great questions. So, on the on the pilot project, itself, all over the benefits far. So I'll talk a little bit about how we would work together to be able to bring you up to speed with brave and of itself. So some of the benefits
I enjoy, the pilot project would be we would do a much reduced cost on implementing Raven because we want to be able to partner and be able to prove this out with your state deity and be able to integrate in there for more connected via the best shape.
We see this as, we want to get to these out there, and be able to, you know, prove that, that actually array reduction.
And we think it's so valuable to not only your State D O Ts, that we're really willing to do some in kind services, as well as bring you up to speed on Raven for a reduced rate for at least the first, you know, X number of years. And we can talk
about those, those details, later.
As far as, the information, that would be required from the DOD, there would be integrating in your ATMs systems, or being able to take out all of the road segments that you want to be able to see. The messaging apply for, and then us build out using
either Arnold or some other system be able to build out all the road, saying, sections and segments and build the traveler information messages. For those.
Also, looking at, know, what messages do you want to be able to deploy? Right now, our system would be able to support a whole host of messages, as well as custom messages. But if you want those same messages display to a driver, in a way that
is not distracting or anything, that we can work with you on that, as well as work with Sirius XM and see what's on their Obi use that our satellite integrated.
Great, Thanks, Shane! Speaking of distracted, driving one of the questions that came in, how are you ensuring that in vehicle messages aren't distracting the driver?
That's, that's another good question. So, for the ... beautiful pilot project, we actually partnered with the University of Wyoming. They had run some simulations using the onboard units and the tablets that we'd have installed from both
Leer as well as Sirius XM.
And we really worked with those companies to be able to track drivers I, and what the tablet was actually the way that the tablet was communicating with the driver to be able to minimize as much distraction as possible. The University of Wyoming
did a fantastic job of being able to line now.
What was distracting, what was it distracting for driver.
And then feed that back into the systems to be able to minimize those distractions as much as possible and still convey as much information as possible.
So the drivers.
Great. So we've had a myriad of questions come in, but I am not sure we have time to answer them all. Shane, How about one more question? How does that sound? All right. We appreciate everybody hanging on.
listening up to the Q and A session, a question from Kevin: Can this SPX system work concurrently with DSRC, if necessary?
Absolutely, Absolutely. So, that the SGX again, is Spectrum Agnostic. It doesn't it's delivering the messages through third party infrastructure.
So those same messages. So say I think this is what you're getting at. Such connected vehicle receives.
Traveler information message for snow on Road Segment, A consent, same traveler information message either via LTE or satellite onto the device.
It knows that traveler information message has an identifier on it to where that driver is only going to receive that one message on that same road segment, So it's not gonna get multiple.
There's not any conflict there, in other words, for that driver on the road.
Now, that, essentially, enables us to be able to push out these messages in any Medium and DSR see, again, that that spectrum is sort of up in the air. And this is a way that we can still deploy this technology, without having to worry about relying
on the SRC, or whether that sticks around, or it goes to C V X.
So we're really in that bar of being able to be spectrum agnostic.
Wow. We're approaching the end of our time. If you all have any additional questions, Shane's contact information is on the screen in front of you. As well as we will have an exit survey. There's an opportunity in there to request
one-on-one time wishing to answer additional questions and discuss your state do you need. Also, please be aware that a recording of today's webinar, along with the PowerPoint slides, will be delivered to your inbox tomorrow. Thank you all
for joining us today, and stay well.