Concept of Operations for Smart Mobility Hubs for Smart … · 2019-06-26 · U.S. Department of Transportation . Office of the Assistant Secretary for Research and Technology . Notice

Smart Columbus

Concept of Operations for Smart Mobility Hubs for Smart Columbus Demonstration Program

Final Report – July 30, 2018

Source: City of Columbus – November 2015

Produced by City of Columbus, Ohio

U.S. Department of Transportation

Office of the Assistant Secretary for Research and Technology

Notice This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof.

The U.S. Government is not endorsing any manufacturers, products, or services cited herein and any trade name that may appear in the work has been included only because it is essential to the contents of the work.

Acknowledgement of Support This material is based upon work supported by the U.S. Department of Transportation under Agreement No. DTFH6116H00013.

Disclaimer Any opinions, findings, and conclusions or recommendations expressed in this publication are those of the Author(s) and do not necessarily reflect the view of the U.S. Department of Transportation.

Technical Report Documentation Page

1. Report No.

2. Government Accession No.

3. Recipient’s Catalog No.

4. Title and Subtitle

Concept of Operations for Smart Mobility Hubs for Smart Columbus Demonstration Program

5. Report Date

July 30, 2018

6. Performing Organization Code

7. Author(s)

Andy Wolpert (City of Columbus), Alex Kavanagh (HNTB), Matt Graf (HNTB), Robert James (HNTB), Jeffrey Kupko (Michael Baker)

8. Performing Organization Report No.

9. Performing Organization Name and Address

City of Columbus 90 West Broad Street Columbus, OH 43215-9004

10. Work Unit No. (TRAIS)

11. Contract or Grant No.

DTFH6116G00013

12. Sponsoring Agency Name and Address

U.S. Department of Transportation (USDOT) Federal Highway Administration (FHWA) Office of Acquisition and Grants Management 1200 New Jersey Avenue, SE Mail Drop: E62-204 Washington, DC 20590

13. Type of Report and Period Covered

Final Concept of Operations

14. Sponsoring Agency Code

15. Supplementary Notes

16. Abstract

This Concept of Operations (ConOps) provides stakeholder input to provide a set of resources that will address the needs of the Linden community in the City of Columbus. It addresses the opportunity to deploy Smart Mobility Hubs in an operational environment. It is intended for use by the City of Columbus as they begin to install and operate the hubs. This document describes the needs of the users of the system, what the intended system will do, constraints on the system, and it describes potential system operational characteristics. It does not impose requirements on the system or recommend specific technology solutions for the system. This document provides a connection between program-level visions/goals and project-level concepts. Technical specifications and design details will be developed in subsequent documents.

17. Keywords

Smart Columbus, Smart Mobility Hubs Concept of Operations

18. Distribution Statement

Pre-publication draft – limited distribution

19. Security Classif. (of this report)

Unclassified

20. Security Classif. (of this page)

Unclassified 21. No. of Pages

82 22. Price

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized


Office of the Assistant Secretary for Research and Technology Intelligent Transportation Systems Joint Program Office

Smart Mobility Hubs Concept of Operations – Final | i

Table of Contents

Chapter 1. Introduction ......................................................................................................... 1 Project Scope ......................................................................................................................................... 2 Geographic Scope .................................................................................................................................. 2 Project Relationship to System of Systems ............................................................................................ 4 Smart Mobility Hubs System Overview .................................................................................................. 5

Smart Mobility Hubs Facility ............................................................................................................. 6 Smart Columbus Projects Associated with HUBS .................................................................................. 9 HUBS Stakeholders ................................................................................................................................ 9

Chapter 2. References ..........................................................................................................13 Stakeholder Engagement Summary Interviews ................................................................................... 14

Chapter 3. Current System ..................................................................................................17 Background and Objectives .................................................................................................................. 17

Central Ohio Transit Authority CMAX ............................................................................................ 18 Central Ohio Transit Authority Transit Centers and Park-and-Ride Facilities ............................... 19 Central Ohio Transit Authority Passenger Wi-Fi ............................................................................ 21 City of Columbus Emergency Dispatch Center ............................................................................. 22

Operational Policies and Constraints ................................................................................................... 22 Modes of Operation .............................................................................................................................. 23 Users Classes of the Current System .................................................................................................. 23

Chapter 4. Justification and Nature of Changes ................................................................25 Justification for Changes ...................................................................................................................... 25 Description of Desired Changes ........................................................................................................... 28 Priorities Among Changes .................................................................................................................... 32 Changes Considered but Not Included ................................................................................................ 33

Chapter 5. Concept for the New System .............................................................................35 Background, Objectives and Scope ..................................................................................................... 35

Operational Policies and Constraints ............................................................................................. 35 Description of Proposed System .................................................................................................... 36

Table of Contents

U.S. Department of Transportation Office of the Assistant Secretary for Research and Technology Intelligent Transportation Systems Joint Program Office

ii | Smart Mobility Hubs Concept of Operations – Final

Methodology for Site Selection ...................................................................................................... 37 Proposed Smart Mobility Hub Locations ........................................................................................ 38 Proposed Smart Mobility Hub Facilities ......................................................................................... 40

Modes of Operation .............................................................................................................................. 42 User Classes and Other Involved Personnel ....................................................................................... 43 Support Environment ............................................................................................................................ 44 Security and Privacy ............................................................................................................................. 44

Chapter 6. Operational Scenarios .......................................................................................45

Chapter 7. Summary of Impacts ..........................................................................................57 Operational Impacts ....................................................................................................................... 57 Organizational Impacts .................................................................................................................. 57

Impacts During Development ............................................................................................................... 58

Chapter 8. Analysis of Smart Mobility Hubs .......................................................................59 Summary of Improvements .................................................................................................................. 59 Disadvantages and Limitations ............................................................................................................. 59 Alternatives and Trade-Offs Considered .............................................................................................. 59

Chapter 9. Notes ...................................................................................................................61

Appendix A. Stakeholder Engagement Summary .................................................................63 Linden Community Outreach for the Smart Mobility Hubs Project ....................................................... 63

Multimodal Trip Planning Application/Common Payment System ................................................. 63 Smart Mobility Hubs and Travel Kiosks ................................................................................................ 66

Appendix B. Acronyms and Definitions .................................................................................69

Appendix C. Glossary ..............................................................................................................71

List of Figures

Figure 1: Cleveland Avenue Corridor ............................................................................................................ 3 Figure 2: System of Systems Context Diagram ............................................................................................ 5 Figure 3: HUBS High-Level Context Diagram ............................................................................................... 6 Figure 4: Pedestal and Wall Mounted Kiosks (Deployed) ............................................................................ 7 Figure 5: Central Ohio Transit Authority CMAX Service Stops ................................................................... 19

Table of Contents



Smart Mobility Hubs Concept of Operations – Final | iii

Figure 6: Examples of Central Ohio Transit Authority Park-and-Ride and Transit Facilities ...................... 21 Figure 7: Outreach Survey Results for Preferred Kiosk Functions at Smart Mobility Hubs ....................... 26 Figure 8: Proposed System Context Diagram ............................................................................................ 37 Figure 9: Proposed Smart Mobility Hubs Locations .................................................................................... 39 Figure 10: Columbus Partnership Prototype Kiosk ..................................................................................... 41 Figure 11: UC1-S1 – Smart Mobility Hub Traveler Uses Interactive Kiosk to Schedule Trip ..................... 45 Figure 12: UC1-S2 – Degraded Conditions – Kiosk Out of Service ........................................................... 48 Figure 13: UC2-S1 – Emergency Call Button Activation ............................................................................ 51 Figure 14: UC3-S1 – Traveler Parks EV at Park and Ride to Schedule Bike-Share at Smart Mobility Hub Facility...................................................................................................................... 53 Figure 15: Outreach Survey – Participant Cell Phone Ownership .............................................................. 64 Figure 16: Outreach Survey – Travel Payment Method ............................................................................. 64 Figure 17: Outreach Survey – Preferred Multimodal Trip Planning Application/ Common Payment System Alerts and Notifications ................................................................................... 65 Figure 18: Outreach Survey – Helpful Transportation Features ................................................................. 65 Figure 19: Outreach Survey – Potential Mobility Hub Sites ........................................................................ 66 Figure 20: Outreach Survey – Accessing Smart Mobility Hub Facility........................................................ 67 Figure 21: Outreach Survey – Preferred Kiosk Functions .......................................................................... 68

List of Tables

Table 1: References .................................................................................................................................... 13 Table 2: Meetings ........................................................................................................................................ 15 Table 3: Existing Central Ohio Transit Authority Facilities Features........................................................... 20 Table 4: Operational Policies and Constraints of the Current System ....................................................... 22 Table 5: Modes of Operation for Current System ....................................................................................... 23 Table 6: User Classes of the Current System ............................................................................................. 23 Table 7: Beneficial Locations for Smart Mobility Hubs Deployment ........................................................... 26 Table 8: Justification for Changes ............................................................................................................... 27 Table 9: Desired Changes .......................................................................................................................... 28 Table 10: User Needs ................................................................................................................................. 29 Table 11: Priority Among Changes ............................................................................................................. 32 Table 12: Operational Policies and Constraints of Proposed System ........................................................ 36 Table 13: Expected Interfaces of Proposed System ................................................................................... 36 Table 14: Proposed Functionality by Smart Mobility Hub Facility ............................................................... 40

Table of Contents


iv | Smart Mobility Hubs Concept of Operations – Final

Table 15: Modes of Operation .................................................................................................................... 42 Table 16: Proposed System Users ............................................................................................................. 43 Table 17: UC1-S1 – Smart Mobility Hub Traveler Uses Interactive Kiosk to Schedule Trip ...................... 46 Table 18: UC1-S2 – Degraded Conditions – Kiosk Out of Service ............................................................ 48 Table 19: UC2-S1 – Emergency Call Button Activation .............................................................................. 51 Table 20: UC3-S1 – Traveler Parks EV at Park and Ride to Schedule Bike-Share at Smart Mobility Hub Facility...................................................................................................................... 53 Table 21: Summary of Improvements ......................................................................................................... 59 Table 22: Acronyms List .............................................................................................................................. 69 Table 23: Glossary of Terms ....................................................................................................................... 71



Smart Mobility Hubs Concept of Operations – Final | 1

Chapter 1. Introduction

This Concept of Operations (ConOps) serves as the first in a series of engineering documents describing the development of the Smart Mobility Hubs (HUBS) project as part of the City of Columbus “Smart Columbus” program. The goal of the Smart Columbus program is to connect people by creating opportunity for City residents to better access jobs and services while improving the overall safety and efficiency of the transportation network. The HUBS will provide access to resources at chosen areas of community focus (transit stops, libraries, community centers) that will provide improved mobility for those in the areas around the HUBS. These could include real-time information kiosks with Wi-Fi access points; USB charging points; embedded touch screen displays with access to trip planning, emergency calling and other applications; and dynamic information displays. The HUBS locations will also have multimodal resources like bike-share racks and car-share parking. The HUBS project supports the broader Smart Columbus goals by deploying HUBS along Cleveland Avenue and through the Linden neighborhood, an underserved area northeast of downtown Columbus. Goals of the HUBS project include increasing the effectiveness of the existing transit options (COTA) by increasing available mobility modes, particularly for first/last mile situations, at HUBS locations and providing access to enhanced trip planning and payment options through use of the Multimodal Trip Planning Application and Common Payment System (MMTPA/CPS).

The purpose of the ConOps is to convey a high-level view of the system to be deployed. This document bridges early project motivations with the eventual technical requirements. The ConOps is implementation independent and establishes the foundation of the project by focusing on the functionality of the proposed systems. It communicates the users’ needs and expectations for the proposed systems which will help build consensus and focus the vision of the system moving forward.

The document is structured in accordance with IEEE Standard 1362-1998. Below is a brief description of each section in this document.

• Chapter 1 provides a document overview.

• Chapter 2 identifies all documents referenced and interviews conducted in developing this document.

• Chapter 3 describes the current and supporting systems and the problem(s) to be addressed.

• Chapter 4 describes the features that motivate the project’s development.

• Chapter 5 provides a high-level description of the proposed system resulting from the features described in Chapter 4.

• Chapter 6 describes how the project is envisioned to operate from various perspectives.

• Chapter 7 describes the impacts the project will have on the stakeholders, users and system owners/operators.

• Chapter 8 provides an analysis of the impacts presented in Chapter 7.

• Chapter 9 includes additional information to aid in the understanding of this ConOps.



2 | Smart Mobility Hubs Concept of Operations – Final

Project Scope The United States Department of Transportation (USDOT) has pledged $40 million to Columbus, Ohio, as the winner of the Smart City Challenge. With this funding, Columbus intends to define what it means to be a “Smart City” and serve as a model for other cities wishing to fully integrate innovative technologies, such as self-driving cars, connected vehicles and smart sensors, into the transportation network. Columbus is acting as a laboratory for Intelligent Transportation Systems (ITS) and disseminating lessons learned and best practices to cities across the United States in an effort known as Smart Columbus. The goal of the Smart Columbus project is to connect people by creating opportunity for City residents to better access jobs and services while improving the overall safety and efficiency of the transportation network. The goal of the Smart Columbus project is both exciting and ambitious given the four-year implementation time frame, which began in summer 2016.

The Smart Columbus program is comprised of nine individual projects covering three themes. HUBS is one of five projects that was organized for application purposes around the enhanced human services, with the ultimate intent to be deployed throughout Columbus.

The purpose of the HUBS project is to deploy transportation facilities that provide travelers with consolidated transportation amenities such as interactive kiosks, provide access to comprehensive trip-planning tools (via MMTPA/CPS) and real-time transportation information, and are designed to accommodate multiple modes of transit from a single location including bike-share, car-share and mobility providers. These services are particularly useful in the completion of first mile/last mile (FMLM) and multimodal trip options.

Geographic Scope The geographic scope of the proposed HUBS project deployment includes the Cleveland Avenue corridor coinciding with COTA’s Bus Rapid Transit (CMAX) service and the Easton commercial district, providing those in the Linden area better access to jobs and services in the Easton and Downtown Columbus Commercial districts.

Six initial HUBS deployment locations, shown in Figure 1: Cleveland Avenue Corridor were selected based on user feedback and surveys:

• St. Stephen’s Community House

• Easton Transit Center

• Columbus State Community College

• Northern Lights Park and Ride

• Easton Transit Center

• Metro Library – Linden Branch





71

670

270

70

270

670

Northern Lights Transit Center

Columbus State Community

College

Morse Rd Transit Center

Linden Transit Center

St Stephen’s Community

House

Metro Library

CMAX Route

Linden Area

Source: City of Columbus

Figure 1: Cleveland Avenue Corridor




Linden is a high-opportunity Columbus neighborhood in need of economic improvement. Linden was chosen as the first neighborhood district for its numerous socio-economic challenges, including low household income, lack of major employers and high infant mortality rates. These problems are compounded by the lack of access to transportation options. Despite proximity to the central core of the City, basic services such as healthcare, grocery stores and banking are scarce within its boundaries. Many residents are transit-reliant yet planning and completing a trip to access employment and services can be challenging, particularly for parents with young children, seniors and travelers with disabilities. There are also many FMLM challenges in the district.

Easton is a high-traffic retail destination and jobs center. Located in the northeast part of Columbus, the Easton area is a mixed-use environment consisting of retail, dining, commercial office space, warehousing and residential units accessed primarily by light-duty vehicles and some bus service operating along the fringes of the area. While a major employment center, the jobs are typically low paying and have a high rate of turnover. Research has demonstrated that a major contributor to the instability in these types of jobs is the lack of reliable transportation as well as FMLM challenges related to safety and mobility. Meanwhile, current traffic volumes in the area, particularly during peak times, have caused roadway capacity concerns. Adding an additional freeway exit to support the present volume would be costly and could increase harmful emissions. There are opportunities to improve mobility and reduce emissions through a reduction in single occupancy vehicles and/or enhanced existing transit service.

Project Relationship to System of Systems The Smart Columbus program contains interrelated systems that work together to create a System of Systems (SoS). Both real-time and archived data is maintained in the Operating System for use by other Smart Columbus projects and future applications. The SoS provides Smart Applications (Apps), Smart Vehicles, and Smart infrastructure to travelers in the Columbus area. The Operating System enables the SoS to share data with many other internal and external systems to provide the framework for the services provided. Figure 2: System of Systems Context Diagram shows the relationship of the SoS to the external travelers and systems and highlights those systems or elements that are affected by the HUBS. The Smart Infrastructure element contains the roadside units (RSUs), hubs, and corresponding network that enable interactions between these items and the Operating System. Smart Vehicles include the on-board units (OBUs) that will be installed in vehicles and include various vehicle types. Smart Applications include the software-oriented solutions that will deliver other Smart Columbus project capabilities such as multimodal trip planning, common payment, prenatal trip assistance, etc. The Operating System is the repository for all performance data from the Smart Infrastructure and Smart Vehicles, as well as the shared services platform that allow the Smart Applications to be directly integrated.






Figure 2: System of Systems Context Diagram

The HUBS is a smart infrastructure component of the SoS that will incorporate the functions of other Smart Columbus systems like CEAV, public Wi-Fi and MMTPA/CPS along with data from other agencies including COTA and other mobility providers.

Smart Mobility Hubs System Overview Figure 3: High Level Context Diagram shows the relationship between the HUBS and the Operating System, and new and existing systems. The HUBS is the system of interest and establishes both a physical location for the traveler to access multimodal transportation options as well as Wi-Fi and an interactive kiosk for travelers to access the MMTPA/CPS for comprehensive trip planning tools. Trip data through the HUBS facilities including preferred transit mode and origin/destination will be collected through the MMTPA and saved to the Operating System where it will be available to users at the City of Columbus and third-party users for reports and analysis.





Figure 3: HUBS High-Level Context Diagram

Smart Mobility Hubs Facility

The HUBS Facility is the physical site that consolidates the amenities of the HUBS System, which include interactive kiosk, real-time information displays, pick-up areas and parking spaces for mobility providers and all other systems described in Figure 3. Individual HUBS facilities will vary in size, configuration and available services. The following are descriptions of components that may be available at a HUBS facility:

Interactive Kiosk

Traveler interactive kiosks will be installed on free standing pylons at HUBS facilities. These kiosks will display real-time transit related information and provide an embedded touch screen display to serve as a direct interface between travelers and the MMTPA/CPS, providing the traveler the ability to plan, schedule and pay for trips using multimodal options available at the HUBS facility, along with additional information and instruction such as directing the traveler to a Transportation Network Company (TNC) pickup location. An Emergency Call Button with Speakers and a microphone will be available for interactive communications to customer service and emergency facilities.

Figure 4: Pedestal and Wall Mounted Kiosks (Deployed) is a graphical illustration of interactive kiosks currently in operation elsewhere in the country.






Figure 4: Pedestal and Wall Mounted Kiosks (Deployed)

Wi-Fi

HUBS facilities will be equipped with public Wi-Fi that will allow a traveler to access the MMTPA/CPS and other transportation information on his or her personal wireless device.

Park and Ride

Designated parking spaces will be available at select HUBS locations and allow a traveler the option to complete a segment of his or her trip using a personal vehicle and parking at HUBS facility, where he or she can utilize the HUBS amenities to continue his or her trip using alternate modes of transportation.

Electric Vehicle Charging

Electric vehicle charging stations will be available at some HUBS locations based on the ongoing electrification study by the City of Columbus through the Vulcan grant. Although charging infrastructure will be installed through a separate project, it is being included within the HUBS ConOps to ensure proper provisions, such as designated parking areas, are set aside during deployment of the HUBS facilities.




USB Charging

Powered USB ports will be available at the HUBS location to allow travelers to recharge personal electronic devices like cellular phones, tablets, and other wireless devices while planning a trip or waiting for transportation services.

Emergency Call Button

Kiosks will include an emergency call button that, when activated, will send notification of the help request directly to the 911 emergency call center operated by the City of Columbus and initiate an audio connection between the distressed traveler and an operator at the emergency call center. This may be a separate button or an option on the interactive kiosk.

Interactive Voice Response

Kiosks will include capability to connect to an Interactive Voice Response (IVR) system that will allow travelers to interact with the MMTPA and trip planning tools through use of voice commands. The IVR system is a function of the MMTPA project and where it is described in greater detail.

Real-Time Data Display

Real-Time Data Displays will be present at HUBS facilities and will post current transit information, public notifications and other information on kiosk displays and/or on other display monitors at some existing facilities.

Personal Wireless Device

A personal wireless device such as a cell phone or tablet may be used at HUBS facilities to access the MMTPA via public Wi-Fi or through a personal data plan. Wi-Fi access may include the development of a HUBS home webpage that displays or provides links to real-time information that will be displayed on kiosk screens at the HUBS facility. Additionally, trip confirmation codes and other trip information may be sent to the personal wireless device upon traveler request and used to gain access to TNC’s or to unlock bikes at bike-sharing docks.

Designated Passenger Pickup/Drop Off Zones

Loading zones will be available at HUBS locations in the form of pull off lanes and/or parking spaces located away from travel lanes that will allow safe transfer of passengers between modes of transportation. These zones will primarily be used for mobility providers and will be clearly marked with signage and pavement markings.





Smart Columbus Projects Associated with HUBS

Operating System

The Operating System is a cloud-based, dynamic, governed data-delivery platform at the heart of the Smart Columbus system. The Operating System also serves as the source for real-time operational data and archived historical data from a combination of data storage sources for use by the City of Columbus and third-party applications/developers. The Operating System integrates data and data services from multiple sources including the planned Smart Columbus projects, traditional transportation data and data from other community partners. The Operating System embodies open-data and open-source concepts to enable better decision-making and problem solving for all users to support a replicable, extensible and sustainable platform.

The HUBS systems will connect to the Operating System (via MMTPA/CPS) to utilize trip optimization services and archive trip data.

Multimodal Trip Planning Application/Common Payment System

The MMTPA/CPS is the application that will allow travelers to enter trip request parameters and develop multimodal trip itineraries through coordination with mobility providers and provide travelers the ability to pay for these trips by creating a common payment system. IVR functions will be processed via the MMTPA. Travelers at the HUBS will access the MMTPA by using the interactive kiosk or public Wi-Fi and their personal wireless device which will allow those without computers or smart phones to set up multimodal trips and set up traveler accounts

HUBS Stakeholders

The City of Columbus

The City will collaborate with COTA and other partners to implement the HUBS and is responsible for procurement of the solution and maintenance agreements with the solution provider(s) or integrator(s). The City will oversee the collaboration of data between the HUBS and MMTPS/CPS developers.

The City of Columbus is the municipal government for Ohio’s capital city. Columbus is also the most populous city in Ohio and 15th most populous in the United States with an approximate population of 850,000. The City operates on an annual budget of about $1.7 billion with about 8,200 employees.

Central Ohio Transit Authority

COTA will provide access to existing transportation facilities along the Cleveland Avenue corridor to facilitate development of the proposed HUBS solution and access to COTA CMAX and other transit routes, Park and Ride facilities, bike racks, and space for mobility providers to operate. It will provide the transit related data to the Operating System for MMTPA/CPS functionality.




Founded in 1971, COTA primarily serves Franklin County, Ohio, including the City of Columbus with fixed-route and paratransit bus service. COTA serves 1.2 million residents and provides more than 19 million passenger trips annually.

Columbus Emergency Dispatch Center

This emergency operations and dispatch center for the City of Columbus handles incoming 911 emergency calls and communications with first responders through their Computer Aided Dispatch system. Additionally, the emergency call buttons which will be installed on interactive kiosks at the HUBS facilities will be directly connected to this operations center so proper emergency personnel may be dispatched directly to a HUBS location if a traveler activates the emergency call button.

Metro Library – Linden Branch

The Columbus Metro Library – Linden Branch is located on Cleveland Avenue near Hudson Street and will be the site of a proposed HUBS facility to help bridge the gap for pedestrians between the adjacent Linden Transit Center and Northern Lights Park & Ride facilities.

St. Stephen’s Community House

St. Stephen’s Community House is located near the intersection of 17th Avenue and Joyce Avenue. The Center serves the Linden area residents in numerous ways, including programs to promote employment, social development, education, health care and child care. The organization’s leadership is interested in the integration of a HUBS deployment into their facility, which includes a recently abandoned COTA bus stop that may be readily repurposed into a transportation terminal for TNCs, car-sharing and ride-sharing. A new COTA bus stop was installed about 0.2 mile from St. Stephen’s, providing fixed route transit service near HUBS location.

Columbus State Community College

The Columbus State Community College (CSCC) enrollment of about 30,000 students consists largely of local commuter students and is a major employment center. The site generates a significant number of transit users which are served by COTA and includes a CMAX station that offers public Wi-Fi and real-time transit information displays.

CSCC representatives are interested in participating with the HUBS project and have designated a portion of an existing surface lot at the southwest corner of Cleveland Avenue at Mt. Vernon Avenue to be used for the deployment of a HUBS facility. This location is centrally located within the campus area, adjacent to the existing CMAX stations and the CSCC bookstore, which experiences heavy pedestrian traffic and is the focal point for anticipated campus development and roadway improvement projects.

Developer

The Developer includes the solution provider(s) or integrator(s) and will be responsible for the deployment, integration and maintenance of amenities and systems as described by the ConOps at the proposed HUBS sites in accordance with the direction of the City.





Mobility Providers

There are several types of mobility providers that will be used to provide FMLM services to the HUBS that will support COTA’s fixed route service.

Transportation Network Companies (TNCs), such as Uber and Lyft, provide ride-sharing services where customers are driven by contract drivers that use their own vehicle. Payment for Uber and Lyft is completely cashless. Traditional taxi companies, such as Yellow Cab, also operate in the region. Yellow Cab has expressed interest in providing service to HUBS locations and participating with MMTPA/CPS. Space will also be provided for carpool and vanpool services such as the Ride Amigos service being used by Mid-Ohio Regional Planning Commission (MORPC).

Car-sharing services where customers reserve vehicles for personal use are planned to be available at HUBS. ZipCar is an example of this service operating within the Columbus area. Other car-sharing services are expected to enter the Columbus market in the future.

The CoGo bike-sharing network, owned by the Columbus Recreation and Parks Department and operated by Motivate International, currently includes over 380 bicycles strategically located at 46 stations throughout downtown Columbus. The Recreation & Parks department is in the process of deploying an additional 26 stations that will expand the service area beyond the downtown area, part of which borders the Cleveland Avenue corridor included in the HUBS project. Further coordination may provide opportunities to locate some additional stations near the vicinity of the Cleveland Avenue corridor, which will expand connectivity to HUBS locations. Bike racks will also be provided for personal bike use.




Chapter 2. References

Table 1: References contains document number, title, revision and publication date of all documents referenced in this document.

Table 1: References

Document Number Title Revision Publication Date

IEEE 1362-1998 Electrical and Electronics Engineers (IEEE) IEEE Guide for Information Technology System Definition Concept of Operations (ConOps) Document

1998 03/19/1998

USDOT Solicitation No.: DTFH6116RA00002

City of Columbus Smart City Application: Beyond Traffic: The Smart City Challenge Phase 2

"USDOT Application Volume I” (https://www.columbus.gov/smartcolumbus/application/)

1 07/29/2016

N/A Demographics of Mobile Device Ownership and Adoption in the United States. Pew Research Center

N/A 1/12/2017

N/A Smart Columbus Systems Engineering Management Plan (SEMP) for Smart Columbus Demonstration Program

V0.1 2/2/2017

N/A Shared Use Mobility Center Reference Guide

(http://maps.sharedusemobilitycenter.org/sumc/#)

N/A

FHWA-JPO-17-523 ConOps for the Multimodal Trip Planning Application/Common Payment System Project for the Smart Columbus Demonstration

N/A 5/18/2018

N/A Link NYC (built by CityBridge) began in 2014, with the goal of repurposing payphone infrastructure with free Wi-Fi, phone calls and advertising. CityBridge is a consortium of experts in technology, media, user experience and connectivity that includes Intersection, Qualcomm and CIVIQ Smartscapes.

N/A 6/4/2018

https://www.columbus.gov/smartcolumbus/application/

https://www.columbus.gov/smartcolumbus/application/

http://maps.sharedusemobilitycenter.org/sumc/

http://maps.sharedusemobilitycenter.org/sumc/




Document Number Title Revision Publication Date

(https://link.nyc/)

N/A Verizon Digital Kiosk

(http://www.verizonenterprise.com/products/internet-of-things/smart-cities/digital-kiosk/)

N/A 6/4/2018


Stakeholder Engagement Summary Interviews To encourage future user participation and increase the likelihood of success of the HUBS deployment, outreach steps were taken to solicit input from the public in order to better understand their transit needs. This outreach included community planning events, surveys and stakeholder engagement discussions. Refer to Appendix A. Stakeholder Engagement Summary for questions and feedback of public surveys regarding the implementation of HUBS facilities.

Initial public engagement occurred during a two-day community involvement event branded “Smart Columbus Connects Linden”, held February 10 and 11, 2017, at St. Stephen’s Community House, 1500 E. 17th Ave., Columbus. More than 170 Linden community residents shared their views and ideas regarding what will make Linden a “smart” community as part of the Smart Columbus initiative.

The desired outcome of this meeting was to solicit input on the deficiencies and limitations of the current system and to shape the concept of operations development for Smart Columbus projects that directly affect Linden. Information gathered during the two-day Connect Linden discussions, as well as discussions with Linden leaders, community surveys and other feedback, is included here as guidance for the HUBS.

Recurring interests of residents included the desire for more convenient access to transit service, including more connections within Linden, a universal payment system and additional city bicycle routes and shared use paths. Pedestrian safety along congested city streets was a major concern of residents, who would like to see improvements that lead to the enhanced walkability within Linden for older adults, persons with disabilities, and children.

A Linden Community Plan Transportation Working Group Session was held on November 30, 2017, and Linden Community Master Plan open houses occurred on December 7, 2017 and December 9, 2017, for Linden area residents which included surveys related to MMTPA and HUBS concepts. A final round of user surveys was conducted during March 2018 within Linden and at two other locations – Easton, a large commercial and entertainment district and jobs center located several miles northeast of the Linden area, and Columbus State Community College, located several miles to the south of Linden. Survey questions were specifically related to a HUBS deployment and inquired as to location preferences, desired features and how users were likely to access the sites.

Responses to the second round of surveys indicated that nearly 90 percent of participants would like to be able to access HUBS from where they live or work, and more than 50 percent of them would use the HUBS in conjunction with a personal vehicle to complete their trip, implying the significance of establishing HUBS locations within the vicinity of park-and-ride operations.

https://link.nyc/

http://www.verizonenterprise.com/products/internet-of-things/smart-cities/digital-kiosk/

http://www.verizonenterprise.com/products/internet-of-things/smart-cities/digital-kiosk/





Potential HUBS locations were identified through user surveys, leading to follow up correspondence between the City and these various agencies and stakeholders to determine their interest in participating with the HUBS project and what level of service and amenities could be accommodated at their facilities.

Table 2: Meetings contains meetings that were relevant to development of the Smart Mobility HUBS ConOps and are referenced directly or indirectly in the document.

Table 2: Meetings

Meeting Title Recurring Meetings Date

Smart Columbus Connected Travelers Working Group, 1881 East 25th Avenue, Columbus, OH 43291

No 01/26/2017

Smart Columbus Connects Linden, A Community Planning Event No 2/10/2017 – 2/11/2017

Linden Community Outreach No 2/10/2017-2/11/2017

Performance Measures Working Group Meeting Yes April 2017 – September 2017

Smart Mobility Hub, Ohio State University Interest No 7/3/2017

Smart Mobility Hub, Yellow Cab Involvement No 7/6/2017

Smart Mobility Hub, COGO No 7/10/2017

Smart Mobility Hub, Dept of Recreation & Parks No 7/12/2017

Smart Mobility Hub, Lyft No 7/12/2017

Smart Mobility Hub, Dept of Neighborhoods No 7/17/2017

Smart Mobility Hub, Car2Go No 7/20/2017

Smart Mobility Hub, UBER No 7/24/2017

Smart Mobility Hub/MMTPA, Yellow Cab No 7/26/2017

Linden Community Outreach No 12/7/2017-12/9/2017

NEXT, CSCC No 8/28/2017


St. Stephen’s Community House No 4/4/2018

COTA – Mobility Hubs Working Session No 5/4/2018




Meeting Title Recurring Meetings Date

Metro Library – Linden Branch No 5/9/2018


St. Stephen’s Community House No 5/25/2018

Emergency Call Button Operation - Columbus Police No 7/18/2018





Chapter 3. Current System

As of this time there are no comprehensive mobility or multimodal transit facilities along the Cleveland Avenue corridor. The HUBS project corridor is served by COTA in a variety of ways:

• Traditional fixed route bus service

• Park-and-ride and transit facilities

• CMAX Bus Rapid Transit

• Public Wi-Fi provided at transit centers and on CMAX buses

The existing park-and-ride and transit facilities will become components of the future system and are thus described within this section; however, the COTA CMAX is to be considered the current functional system.

Mobility Providers in Columbus, as in the rest of the country, offer their own single-purpose mobile apps to promote their own services, with the common objective of offering superior transportation services to customers. The Mobility Providers also place their infrastructure or assets, if applicable, in areas they believe to be best available. There isn’t a unified approach to providing multiple modes in identified locations for users to make modal choices.

Background and Objectives Preliminary public outreach surveys were conducted with area residents who indicated some commonly recurring themes with regards to the current transportation system including:

• Residents and transit users need more mobility options available near to complete trips.

• The current system lacks the tools for comprehensive trip planning.

• Limited FMLM transportation options due to:

o Difficulty of coordination with fixed bus route service due to varying transit schedules.

o Lack of parking spaces at bus stops for mobility providers to safely perform pickup/drop off functions.

o Lack of access to bike racks and bike shares along fixed bus route service line.

o Over complicated procedure involving multiple step process to plan, secure, and pay for each separate mode of transportation along a single trip.




• A need for flexible payment options since many mobility providers do not accept cash payment and many residents are unbanked and do not have alternative payment options like credit/debit cards.

• Security features including CCTV cameras have been installed at CMAX stops but safety is still a concern of local residents and system users.

• Half of travelers indicated they would use personal vehicles to complete a segment of their trip.

Central Ohio Transit Authority CMAX

COTA’s CMAX project is currently deployed and provides users with visual displays of real time arrival/departure and other system information. A total of 64 service stops were included with the initial deployment. Additionally, CMAX buses and pylons are Wi-Fi enabled, providing users access to additional travel information using their personal mobile devices. Figure 5: Central Ohio Transit Authority CMAX Service Stops shows example locations of CMAX service stops deployed in Columbus.

The objectives of the CMAX system are:

• Expand transit services

• Improve mobility and reliability through a congested corridor

• Reduce travel times by 20 percent

• Provide more travel options for growing transit-dependent populations

• Improve pedestrian access and safety

• Increase ridership by 20 percent in five years






Figure 5: Central Ohio Transit Authority CMAX Service Stops

Central Ohio Transit Authority Transit Centers and Park-and-Ride Facilities

There are three existing facilities that serve the needs of this project. These include the Linden Transit Center, Northern Lights Park & Ride, and Easton Transit Center. See Figure 6: Examples of COTA Park-and-Ride and Transit Facilities for visual illustration of these facilities.


The Linden Transit Center is a community resource located at intersection of 11th Avenue and Cleveland Avenue. The center offers public Wi-Fi access and real-time transit information displays. Public outreach surveys showed that this site ranked as the most desirable destination out of 10 potential HUBS locations.

Northern Lights Park & Ride

The Northern Light Park & Ride Center is located north of the Northern Lights Shopping Center. The facility offers a park-and-ride lot, public Wi-Fi access and spaces for car-sharing. Public outreach surveys showed that this site ranked as the fourth most desirable destination out of 10 potential HUBS locations.

Easton Transit Center

Easton Transit Center is a facility located near the intersection of Morse Road and Stelzer Road, directly adjacent to the Easton District. The transit center offers a park-and-ride lot, public Wi-Fi access and real-time transit information displays. Public outreach surveys showed that this site ranked as the third most desirable destination out of 10 potential HUBS locations.




Table 3: Existing Central Ohio Transit Authority Facilities Features identifies services available at existing COTA facilities within the proposed improvement area.

Table 3: Existing Central Ohio Transit Authority Facilities Features

Park

and

Rid

e

Wi-F

i-Ena

bled

Car

-Sha

ring

Bike

-Sha

ring

Rid

e-Sh

arin

g

Rea

l-Tim

e D

ispl

ays

Bike

Rac

ks

Inte

ract

ive

Kio

sk

Com

preh

ensi

ve T

rip P

lann

ing

Emer

genc

y C

all B

utto

n

USB

Cha

rgin

g

EV C

harg

ing Existing

N/A

Location










Figure 6: Examples of Central Ohio Transit Authority Park-and-Ride and Transit Facilities

Central Ohio Transit Authority Passenger Wi-Fi

COTA provides passenger Wi-Fi on its entire fixed route service including its CMAX line that offers customers with access to real time travel information and seamless internet connectivity along the Cleveland Avenue corridor between downtown Columbus and Polaris Parkway/Africa Road. Wireless internet is available at select locations along the corridor at CMAX pylons that serve as wireless access points. Wi-Fi will enable travelers with personal devices the ability to connect to the MMTPA/CPS directly during bus transit trips.

COTA is working with Cisco Systems on the physical implementation of the Wi-Fi system. The system will use compatible Mobile Access Routers (MARs) on its buses and Wi-Fi access points at stops to provide a consistent seamless connection to users. The City of Columbus is installing a regional fiber optic communications network necessary to support the required bandwidth needs of its system through an ongoing traffic signal upgrade program known as the Columbus Traffic Signal System (CTSS) projects. Ultimately, COTA is responsible for the construction and upkeep of the CMAX pylons and Wi-Fi access points, while the City and Department of Public Service will be responsible for support and maintenance of the fiber optic communications network.

The system will backhaul to COTA with the CTSS fiber optic communications network in order to provide the seamless connection, allowing customers to persist the same connection on buses as at transit




terminals. Part of COTA’s implementation strategy is to eliminate the need for customers to re-authenticate between buses and transit terminals to provide for this seamless connectivity.

COTA’s communication network can currently accommodate user demand and is designed to be expandable for future needs.

City of Columbus Emergency Dispatch Center

The Department of Public Safety operates an emergency dispatch center for residents who call 911 or press an emergency call button from a pylon located in the City. The 911 connection is the City’s tool to get police, fire or medical help as quickly as possible when someone else is experiencing an emergency situation.

Operational Policies and Constraints Operational policies and constraints in this section

Table 4: Operational Policies and Constraints of the Current System apply to the current situation. Operational policies are predetermined decisions regarding the operations of each component or sub-component of the current system, typically in the form of general decisions or understandings that guide development and decision-making activities. Operational policies inform decisions made in the design of the current system. Constraints are impediments outside of policy that restrict the current system from achieving its goal with respect to objectives.

Table 4: Operational Policies and Constraints of the Current System

Category Operational Policies and Constraints

Constraint Advertisement material not permitted to be posted on infrastructure (kiosks) within right of way or on City property.

Constraint Physical right of way and existing infrastructure may limit the features that a specific transit center facility can offer.

Policy The Internet Service Provider contract for public Wi-Fi provided at park-and-ride facilities is managed and maintained by COTA.

Policy Columbus Ohio Municipal Code Chapter 587 – VEHICLE FOR HIRE OWNER'S LICENSE requires for-hire mobility provider be licensed with the City.






Modes of Operation

Table 5: Modes of Operation for Current System

Mode Definition

Normal Operating Conditions Normal operating condition, the current system is operating as designed. The system is functioning during all hours of the day and is continually available, 24-hour per day, 365-days per year.

Limited Service Conditions Reduced availability associated with planned maintenance or adverse weather

Failure Conditions The system or a core function is unusable. The set of functions designated as core will be as agreed upon during the system design.

Maintenance The condition of the current system where service is unavailable due to routine or unscheduled maintenance


Users Classes of the Current System

Table 6: User Classes of the Current System

User Classes Description

City of Columbus The City desires to collect ridership data to guide public policy decisions and make informed decisions about economic and transportation policy, and to be able to forecast economic changes and travel behavior in the region.

Travelers COTA users – end-users of the current system (residents and visitors of Columbus) who utilize COTA's fixed route bus service. Users relying on additional modes of transportation (TNC, bike-share, etc.) to access the COTA system may be included under this category as well.

COTA Operational users – COTA employees who are responsible for system management and related operations and services; and for determining policies and regulations related to the fare management system, and for managing contracts with the vendor of the system.

Support and maintenance users – COTA employees responsible for maintenance, up-time and availability of the system; employees who are responsible for troubleshooting and coordinating among travelers, operational users and the vendors of the bus and fare system.





Mobility Providers Taxis, car-shares, ride-shares, bike-shares, etc. These agencies may be used by travelers in conjunction with public transit to complete a trip, and they currently rely on third-party applications and services for trip schedule and payment functions.


The Emergency Dispatch Center connects to the public through emergency phone calls and push button activations to deploy the appropriate emergency services.





Chapter 4. Justification and Nature of Changes

The current system satisfies some needs of travelers, such as transit routes between fixed bus stops and several locations designated for park-and-ride operations but is limited in its capabilities when it comes to the coordination of multimodal trips and planning of trips that are beyond an acceptable distance of a CMAX corridor.

Gaps in service provided by the current system include:

• Lack of physical facilities offering accessible trip planning, multimodal transit options and other amenities at centralized locations

• Limited FMLM transportation options

• Trips are not being optimized for ride-sharing

• Unbanked users and users without smart phones are excluded from travel options

• Lack of adequate safety features at transit facilities

Justification for Changes Following initial public engagement, follow-up public surveys inquired about more specific details including what types of information would be useful at kiosks and what locations would best be served by HUBS deployments. These results are shown in Figure 7: Outreach Survey Results for Preferred Kiosk Functions at Smart Mobility Hubs, where participants “scored” each feature from 1 (lowest) to 5 (highest) the likelihood that they would use the feature, and Table 7: Beneficial Locations for Smart Mobility Hubs Deployment. Additionally, the survey indicated that besides walking, the most likely way that a traveler will access a HUBS facility is by use of personal vehicle.

The HUBS proposed improvements will expand the capabilities of the current system. Through implementation of these improvements, as listed in Table 8: Justification for Changes, the HUBS project will increase the number of mobility options and increase the accessibility of transit for system users.





Figure 7: Outreach Survey Results for Preferred Kiosk Functions at Smart Mobility Hubs

Table 7: Beneficial Locations for Smart Mobility Hubs Deployment

Proposed HUBS Location Rank

St. Stephen’s Community House 1st

Easton Transit Center 2nd (tied)

Columbus State Community College 2nd (tied)

Northern Lights Park & Ride 2nd (tied)

Easton Transit Center 5th

Metro Library – Linden Branch 6th Source: City of Columbus





Table 8: Justification for Changes

User Class Current Situation Benefit of HUBS

City of Columbus

The current system does not provide the City the ability to collect ridership data to guide public transportation policy decision making

The City will have access to detailed travel data through integration with the Operating System. Data generated by the MMTPA/CPS will be collected in the Operating System to forecast economic changes and travel behavior. Information can be used to guide public policy decisions.

Traveler Users do not have resources available to schedule and carry out multimodal trips

HUBS locations will enable users to access MMTPA/CPS which will serve as a single source of comprehensive mobility information allowing them to effectively manage their trip planning and payment options. †

Traveler Lack of a centralized location with access to comprehensive trip planning tools and mobility providers

HUBS will consolidate access to trip planning tools, access to multimodal transit options and mobility providers at a single facility. †

Traveler Unbanked users and users without wireless devices are excluded from mobility options

HUBS interactive kiosks will provide users with physical access to MMTPA/CPS. This will link travelers to services that typically require bank or credit accounts. †

Traveler Desire for additional security options

HUBS kiosks will include emergency call buttons for direct access to emergency services.

COTA Existing fixed route service facilities are not typically configured to accommodate mobility providers and other multimodal options which would promote FMLM accessibility

Designated pickup and drop off zones will be established at HUBS facilities, as well as additional modes of transportation including bike-/car-/ride-sharing options readily available to users at the HUBS locations.

Mobility Provider

Mobility providers do not have timely access to modal information from other service providers.

Mobility provider systems will be integrated with MMTPA allowing mobility providers to more efficiently distribute resources for planning multimodal trips. †

Mobility Provider

Lack of sufficient number of designated parking spaces to provide multimodal services

Designated parking spaces and pickup/drop off zones for mobility providers will be included at HUBS facilities.


Mostly reliant on mobile phone emergency calls in the Linden area and location can be difficult to pinpoint without adequate descriptions from the caller.

The HUBS will provide a dedicated latitude, longitude, and street address for the location of the emergency call for easier response to the scene.




† Trip optimization and trip payment functions will be performed by the MMTPA and CPS through traveler input information. Source: City of Columbus

Description of Desired Changes The desired outcomes of the HUBS project pertain to increasing mobility and safety options throughout Columbus, including access to real-time transportation information, connections with transit agencies and mobility providers, access to bike-sharing and bike racks, and access to Wi-Fi and other Smart Columbus applications such as the MMTPA/CPS.

The Performance Measurement Plan will detail the Performance Measures that will be collected and how they will be evaluated. More detailed information on the types of information collected and the statistical analysis used to make inferences about overall project success will be forthcoming in the Smart Columbus Performance Measurement Plan. Baseline data will be collected in the near term, where possible, to use for comparisons.

Table 9: Desired Changes

Service Gaps in the Current System Major Capability Changes in the Proposed System

Lack of centralized, physical facilities offering accessible trip planning and multimodal transit options

Provide designated facilities accessible to travelers at major trip generating/attracting sites

Deploy user interactive kiosks and public Wi-Fi to provide travelers with access to MMTPA/CPS application and other transportation information

Limited FMLM transportation options Designate physical space for multimodal transportation options at hub facilities including bike-shares, park-and-ride lots, mobility provider pick-up/drop-off locations and car-share parking spaces

Trips are not being optimized for ride-sharing

HUBS facilities will provide opportunities for travelers to access MMTPA/CPS and car-/ride-sharing applications through kiosk or public Wi-Fi to schedule car-/ride-sharing trips

Users without wireless devices are excluded from travel options

Travelers without wireless devices may access MMTPA and CPS through kiosks to schedule trips

Unbanked users are excluded from travel options

Travelers without checking accounts or credit cards may access MMTPA and CPS through kiosks in order to schedule trips using prepaid debit card accounts.

Lack of incentives for mobility providers HUBS facilities will create designated pick-up and drop-off locations for TNC’s and ride-sharing services

HUBS facilities will increase transit ridership by connecting transit with FMLM options.

Need for improved safety and security Emergency call button will provide direct access to emergency services





Service Gaps in the Current System Major Capability Changes in the Proposed System

Need for charging mobile devices Include USB charging ports at HUBS facility

Ability for traveler to provide feedback about system performance

HUBS traveler will be able to enter feedback through interactive kiosk about system performance and experiences


Table 10: User Needs

Identification Title Description Rationale

CITY NEEDS

HUBS-UN001-v01 Data Collection The City lacks the ability to collect detailed travel data to make informed and effective planning decisions.

Trip data will help the City to forecast economic changes and travel behavior, and can be used to guide public policy decisions.

HUBS-UN002-v01 Maintenance and Operations

The City needs to cooperate with property owners/stakeholders to provide resources for maintenance and operations of facilities and kiosks.

Potential for revenue generation through sales of advertisement space may offset expenses.

TRAVELER NEEDS

HUBS-UN003-v01 User Interface Device

Travelers need user kiosks at HUBS locations to access MMTPA/CPS from which they can plan, manage and pay for multimodal travel trips and parking options throughout Columbus.

Kiosks will provide HUBS users with access to various types of transportation information and comprehensive trip planning tools.

HUBS-UN004-v01 Public Wi-Fi Travelers need public Wi-Fi internet connectivity to aid in providing access to online resources and planning tools throughout Columbus.

Public Wi-Fi allows HUBS users to access transportation tools and other online services.

HUBS-UN005-v01 Facilities Travelers need park-and-ride facilities with sufficient space to accommodate the parking needs of personal vehicles or

HUBS facilities will allow the consolidation of infrastructure necessary to accommodate





car-share vehicles and make multimodal transfers.

proposed transportation systems. Designated areas for each mode should be easily accessible and clearly marked, to facilitate use and comprehension.

HUBS-UN006-v01 Real-time information

Travelers need real-time information about COTA bus arrival and departure times to make informed decisions when traveling and to reduce uncertainty of when connections between modes will be possible. Travelers require posted information on available services along with general instruction on how to use the MMTPA/CPS.

Real-time information will help HUBS users and Mobility Providers make informed multimodal transportation decisions.

HUBS-UN007-v01 Emergency call button

Travelers need to be in a location that is safe and provides them a means to contact emergency services.

Emergency call button at kiosk will increase safety and security by creating a direct link to emergency services.

HUBS-UN008-v01 IVR Travelers with sight impairments need alternative options to access trip planning tools offered at interactive kiosks.

Provides an option for audio-based access to trip planning tools.

Allows travelers with sight impairment to use interactive kiosks.

HUBS-UN009-v01 USB Charging Ports

Travelers need the ability to charge mobile devices during trip making process.

Allows HUBS users the ability to charge wireless devices while making connections.

HUBS-UN010-v01 Educational information

Travelers need more detailed educational information about transportation service options available at HUBS. Posted information needs to include instruction on how to use the services; for example, how to download and use the

Allows travelers to be informed of the tools that can be used for trip planning and payment, the mobility options afforded to them and how to use various services. Additionally, instructional information needs to be






MMPTA, or information on how to use bike-share.

posted in the event the system is completely offline.

HUBS-UN011-v01 Bike racks Travelers need access to bike racks to park personal and shared bicycles and transfer between modes.

Bike racks are an effective FMLM modal option.

HUBS-UN012v01 Language Support

Travelers need the kiosk and IVR to support multiple languages. At a minimum, English and Spanish should be supported.

There are multiple primary languages spoken in Columbus and the system should be accessible to all. The MMTPA will support, at a minimum, English and Spanish.

COTA

HUBS-UN013-v01 COTA Data COTA needs access to detailed travel data generated by the MMTPA/CPS and collected in the Operating System to forecast economic changes and travel behavior.

Trip data will help COTA make more informed and effective planning decisions that will increase the effectiveness of the CMAX system through maximized route utilization and better serve user needs by providing better FMLM mobility options.

MOBILITY PROVIDERS

HUBS-UN014-v01 Mobility Provider Infrastructure

Mobility Providers need adequate, readily identifiable (marked) spaces and designated passenger pickup/drop off zones that must not interfere with COTA operations to facilitate safe and effective operations of the HUBS and eliminate confusion for users in understanding where to connect between modes.

Infrastructure at HUBS for Mobility Providers will increase the effectiveness, understanding and service to travelers at HUBS.





CITY OF COLUMBUS EMERGENCY DISPATCH CENTER

HUBS-UN015-v01 Emergency Call Button Integration

The Emergency Dispatch Center needs the latitude and longitude for each kiosk to map them into the Computer-Aided Dispatch (CAD) program with its own unique street address. There needs to be two-way communications between the Dispatch Center and the caller, and the kiosk must be capable of interfacing with the 911 telephone system since the CAD is isolated from the web.

To adequately respond and provide appropriate resources, the Emergency Dispatch Center needs to exact location and ability to interact with the user.


Priorities Among Changes The following priorities among changes listed in Table 11: Priority Among Changes are classified as essential or desirable to the successful implementation of the HUBS project.

Table 11: Priority Among Changes

Rank Title Priority Classification User Need

1 Facilities Essential HUBS-UN005-v01

2 User Interface Device Essential HUBS-UN003-v01

3 Public Wi-Fi Essential HUBS-UN004-v01

4 Real-time Information Essential HUBS-UN006-v01

5 Mobility Provider Infrastructure Essential HUBS-UN014-v01

6 Emergency Call Button Essential HUBS-UN007-v01

7 Emergency Call Button Integration Essential HUBS-UN015-v01

8 Maintenance and Operations Essential HUBS-UN002-v01

9 IVR Essential HUBS-UN008-v01

10 Educational Information Essential HUBS-UN010-v01

11 Bike Racks Essential HUBS-UN011-v01





12 Data Collection Essential HUBS-UN001-v01

13 USB Charging Desirable HUBS-UN009-v01

14 COTA Data Desirable HUBS-UN013-v01

15 Language Support Desirable HUBS-UN012-v01 Source: City of Columbus

Changes Considered but Not Included Cash payment at kiosks was considered, but physical and data security issues were beyond the ability of operations group to maintain at these locations. Also, any printing device was not seen as practical operationally.

The concept of installing interactive kiosk displays was considered to be incorporated into existing CMAX stop pylons, however this was abandoned because they are not readily compatible with current CMAX infrastructure. Furthermore, COTA does not want to make significant modifications or alterations to the newly deployed system. Newly installed freestanding kiosks would be introduced at sites if HUBS functions are to be implemented at select CMAX stops in the future.

Access to Electric Vehicle charging stations has been considered at HUBS locations. Enabling Infrastructure may be included with HUBS facilities. Charging station equipment will not be installed as part of the HUBS project but may be constructed by the City of Columbus or property owner through an independent project whose funding is contingent on the outcome of the Volkswagen Emissions Settlement as well as financial commitment of American Electric Power (AEP). Proposed HUBS locations are being coordinated with this independent project in the event that they proceed to construction.




Chapter 5. Concept for the New System

This chapter describes an overview of the proposed HUBS system including its relationship with data sources, mobility providers and related Smart Columbus projects. This section also includes the goals for the new system, modes of operation, classes of users and interfaces with other systems. A description of key concepts and the rationale for decisions is included. In addition to the scope of the new system, connections to the other Smart Columbus applications are described in detail.

Background, Objectives and Scope The HUBS project has established intermediate goals and objectives which, when reached, will signal progress toward reaching successful outcomes. Performance will be evaluated through the collection of trip-generated data as well as user surveys and evaluations.

• Goal 1: Enhance the integration and connectivity of the transportation system, across and between modes, for travelers

o Objective 1.1: Reduce door-to-door trip time

o Objective 1.2: Enhance trip planning process by providing better data

• Goal 2: Improve the efficiency of the surface transportation system,

o Objective 2.1: Integrate additional modes/services (mobility providers) into HUBS

• Goal 3: Increase the accessibility and mobility of people

o Objective 3.1: Install Wi-Fi service, USB ports and emergency call button at 5 locations

o Objective 3.2: Equip HUBS centers with real-time arrival displays

Operational Policies and Constraints

Operational Policies and Constraints listed in Table 12: Operational Policies and Constraints of Proposed System have been identified as constraints on the design and implementation of the proposed system.




Table 12: Operational Policies and Constraints of Proposed System

Category Operational Policies and Constraints

Constraint COTA needs TNCs to respect existing infrastructure and agreements, also registration/agreements with Townships are needed.

Constraint Effective distance of Wi-Fi coverage (COTA is working with vendors to improve)

Constraint The City is evaluating whether advertisement material may be permitted to be posted on infrastructure (kiosks) within right of way or on City property.

Constraint Physical right of way and existing infrastructure may limit the features that a specific transit center facility can offer.

Policy City does not desire to be an ISP (however, COTA is willing to be an ISP for their buses and stops)

Policy

City of Columbus has ordinances for operation and licensing for Vehicle For Hire companies, drivers and vehicles which TNCs are subject. https://library.municode.com/oh/columbus/codes/code_of_ordinances?nodeId=TIT5BURELICO_CH585VEHIBO

Policy

The availability of Wi-Fi and accessibility to internet content is determined by operational policy set forth by COTA, who functions as the ISP for users of the HUBS system. The intent of the Wi-Fi service is to provide users access to trip planning applications and information systems. For example, changes to the policies in place that might provide users with access to internet content outside of the intended use, such as social media or video streaming, will greatly reduce available bandwidth of the communications network and may present security concerns as well.


Description of Proposed System

Table 13: Expected Interfaces of Proposed System provides an overview of components and interconnections in the HUBS proposed system. The HUBS facility is characterized by a physical transit center location that provides travelers with access to the MMTPA/CPS, real-time transportation information and various modes of transit options.

Table 13: Expected Interfaces of Proposed System

Interface Description

Kiosk to MMTPA/CPS HUBS traveler inputs trip information into kiosk user interface which sends and receives information to the MMTPA/CPS

Emergency Call Button to Emergency Dispatch Center

Activation of the Emergency Call Button will establish a data and audio connection between the HUBS location and the Emergency Dispatch Center

https://library.municode.com/oh/columbus/codes/code_of_ordinances?nodeId=TIT5BURELICO_CH585VEHIBO

https://library.municode.com/oh/columbus/codes/code_of_ordinances?nodeId=TIT5BURELICO_CH585VEHIBO





Interface Description

Kiosk to IVR System Traveler requiring audible access to trip planning applications will select IVR feature at kiosk to connect with IVR System (included as part of MMTPA project)


New System

Legend

Other Smart Columbus Project

Existing Systems / Stakeholders

HUBSTraveler

ModeTransfer

MMTPA/CPSInteractive Kiosk

Personal Wireless Device

Operating System

Facility

Trip/PaymentData

Trip Data

EV Charging

Legacy Bike Racks

Real-Time Data Displays

Bike Sharing Dock

Mobility Providers

COTA Public Transit

City of Columbus

Pick up/Drop Off

Columbus Emergency Call

CenterAudio/Data

Park & Ride

3rd Party Stakeholders

Trip

Dat

a

HUBS

Wi-Fi

Trip

Req

uest

/Au

thor

izat

ion

Data

Emergency Call Button

IVR SystemAudio/Data

HUBS Service

HUBS Mobility

Trip Data

Trip

Req

uest

/Au

thor

izat

ion

Data

Pick up/Drop Off

Pick up/Drop Off

Pick up/Drop Off

Pick up/Drop Off

USB Charging


Figure 8: Proposed System Context Diagram

Methodology for Site Selection

HUBS are to be located along existing COTA transit lines and will accommodate most multimodal transitions. It is anticipated that potential system users will regularly walk to HUBS locations if it is located




within a half-mile radius. Installation of bike racks and bike-sharing will increase this radius especially when installed at destinations such as retail and employment centers, health and education facilities and civic centers.

Potential Smart Mobility Hub locations were selected based on the following criteria:

• User indicated interest from public outreach

• Stakeholder interest

• Available amenities such as existing infrastructure

• COTA sites with existing park-and-ride facilities

• Proximity to trip-generating centers such as job centers, health-care facilities, schools and community centers

• Accessibility to TNC and car-/bike-sharing

• Anticipated EV charging center access

The most significant consideration of evaluation criteria for site selection was based on proximity to job centers, health and education facilities, and community centers. Potential HUBS sites based on these criteria were closely in line with the sites identified by user interest from public outreach. Commitment by stakeholders to support proposed HUBS facilities was also important to the site selection process since these deployments will occur on stakeholder property. The availability of amenities offered are dependent on the each of site’s respective stakeholders, and in addition they will be expected to provide resources for some maintenance requirements in the future.

Proposed Smart Mobility Hub Locations

Figure 9: Proposed HUBS Locations shows the locations of the potential Smart Mobility Hubs in relation to the Cleveland Avenue corridor of Columbus.






Figure 9: Proposed Smart Mobility Hubs Locations




Proposed Smart Mobility Hub Facilities

This section describes the proposed functionalities of each potential HUBS location. Due to differences of the physical configuration and specific needs for each site, the proposed infrastructure and technology based improvements will necessarily vary between them.

Table 14: Proposed Functionality by Smart Mobility Hub Facility

Park

and

Rid

e

Wi-F

i-Ena

bled

Car

-Sha

ring

Bike

-Sha

ring

Rid

e-Sh

arin

g

Rea

l-Tim

e D

ispl

ays

Bike

Rac

ks

Inte

ract

ive

Kio

sk

Com

preh

ensi

ve T

rip P

lann

ing

Emer

genc

y C

all B

utto

n

USB

Cha

rgin

g

EV C

harg

ing

Proposed Existing N/A

Location

Columbus State Community College


Northern Lights Park & Ride

St. Stephen’s Community House

Metro Library – Linden Branch



The Columbus State Community College (CSCC) campus population consists largely of local commuter students and is a major employment center. The site generates a significant number of transit users which are served by COTA and includes a CMAX station that offers public Wi-Fi and real-time transit information displays.

CSCC representatives are interested in participating with the HUBS project and have designated a portion of an existing surface lot at the southwest corner of Cleveland Avenue at Mt. Vernon Avenue to be used for the deployment of a HUBS facility. This location is centrally located within the campus area,





adjacent to the existing CMAX stations and the CSCC bookstore, which experiences heavy pedestrian traffic and is the focal point for anticipated campus development and roadway improvement projects.

The Linden Transit Center is a COTA location within a revitalized area that includes direct access to healthcare and daycare centers. The facility offers public Wi-Fi and real-time transit information displays. Physical space immediately surrounding the transit center is limited, which precludes the deployment of park and ride, car- and ride-sharing and EV charging designated areas. However, COTA has expressed interest in user interactive kiosks and bike-sharing facility enhancements. This site was the highest ranked of 10 potential HUBS locations based on public outreach surveys. See Figure 10: Columbus Partnership Prototype Kiosk for an example of a prototype kiosk to be installed on a separate Columbus area project.

Source: Columbus Partnership

Figure 10: Columbus Partnership Prototype Kiosk

Northern Lights Park & Ride is a new COTA-operated park-and-ride facility located at the Northern Lights shopping center. This site features public Wi-Fi and has infrastructure to support future EV charging stations. COTA is interested in deploying a user interactive kiosk and the facility can accommodate space for ride-sharing vehicles, bike-share docks and EV charging designated parking.

St. Stephen’s Community House is located near the intersection of 17th Avenue and Joyce Avenue. The Center serves the Linden area residents in numerous ways, including programs to promote employment, social development, education, health care and child care. The organization’s leadership is interested in the integration of a HUBS deployment into their facility, which includes a recently abandoned COTA bus stop that may be readily repurposed into a transportation terminal for TNCs, car-sharing and ride-sharing. A new COTA bus stop was installed about 0.2 mile from St. Stephen’s, providing fixed route transit service to the HUBS location.

The Easton Transit Center is located near the intersection of Morse Road at Stelzer Road and serves transit and FMLM needs of travelers accessing the Easton Center district. Operated by COTA, it is




currently equipped to provide many of the HUBS defined services. COTA is interested in the installation of user interactive kiosks, bike-share and EV charging stations.

The Columbus Metro Library – Linden Branch is located on Cleveland Avenue near Hudson Street HUBS amenities that can be offered at this site are limited by lack of available physical space. Bike-sharing docks and reserved car-share and pick-up/drop off are proposed for this location, which will help to bridge the gap for pedestrians between the adjacent Linden Transit Center and Northern Lights Park & Ride facilities.

Modes of Operation Table 15: Modes of Operation describes the modes of operation for the proposed system, including the impacted user classes for each mode.

Table 15: Modes of Operation

Mode Definition

Normal Operation Normal operation mode occurs while interactive kiosks are online, Wi-Fi is fully accessible, and users can utilize the MMTPA/CPS to evaluate real time transportation conditions throughout the corridor to make decisions on modal choices. Buses, TNCs, cars (car-share), and bikes are readily available to user with minimal delay.

Degraded Conditions

Degraded mode refers to a localized or systemic event that results in diminished access to a component of the MMTPA/CPS resulting in trip disruption to users; or when appropriate travel options are not readily available to users within a reasonable amount of time; or when full corridor travel is not possible or permitted due to system unrelated event such as a traffic incident or other emergency event.

Failure Conditions

Failure mode results in the complete systemic disruption of the user’s ability to access the MMTPA/CPS or transportation modes. This may be due to a network or other system equipment problem, or physical lack of bus, TNC, bike service, etc.

Maintenance

Maintenance mode occurs when the system is operating in Backup mode or Failure mode to restore, repair, or replace system components. These are planned events and should occur during off peak hours to minimally impact users, and proper notification should be given to potential users in advance of the event when practical.






User Classes and Other Involved Personnel A user class is distinguished by the ways in which users interact with the system. Factors that distinguish a user class include common responsibilities, skill levels, work activities, and modes of interaction with the system. Different user classes may have distinct operational scenarios for their interactions with the system.

In the proposed system, a user is anyone who interacts with the HUBS, including operational users, system operators, operational support personnel, software maintainers, and trainers. Table 16: Proposed System Users.

Table 16: Proposed System Users


City of Columbus The City, through Smart Columbus, will provide the project deployment functions necessary to establish the operational system and provide testing and verification. The City also will maintain the Operating System, the MMTPA, and data dashboards to analyze the use of the HUBS.

COTA As the public transit provider in central Ohio and Columbus, COTA is central to the design and implementation of the HUBS. It is envisioned that COTA will serve as the backbone of the transportation system, tying into the HUBS facilities and linking travelers to multimodal options for FMLM connections.

Travelers Travelers are end users that utilize the features of HUBS to begin, pass through, or complete their trip. Travelers interact with HUBS in two primary ways – The first is that they use the physical HUBS facility to transfer or connect between modes of transportation. For example, a user may transfer from a ride-sharing service to a COTA fixed route bus, or from COTA fixed route bus to a bike-sharing service. The second way in which Travelers interact with HUBS is that they use the kiosk terminal or Wi-Fi connectivity provided at the HUBS facility to interact with the MMTPA/CPS to plan, reserve, or pay for one or more components required to complete their trip.

Mobility Providers Mobility Providers are private businesses, nonprofits, and quasi-governmental agencies that offer one or more modes of transportation for use by travelers in exchange for payment. These include car-sharing services, ride-sharing services, ride hailing companies, bike-sharing services, and private car/van pools from ride matching services. A bike-sharing service may maintain a physical space at the HUBS where travelers can pick up or drop off a bicycle when transitioning to or from a COTA bus.

Property owners/Stakeholders

Agencies partnering with the City to permit the deployment of a HUBS facility within the limits of their property. Agreements between these agencies and the City will be made to address operating and maintenance expectations of the HUBS facility and equipment.


The Emergency Dispatch Center will interact with Travelers and other users of the kiosks to intake emergency call information and deploy the appropriate resources to respond to the emergency.





Support Environment The support environment for the HUBS project consists of COTA, the City of Columbus Department of Technology Operations and Maintenance staff, Department of Public Service, and the other future partnering agencies of the HUBS project such as vendors and advertisers. Support consists of operations and maintenance of the HUBS and related services offered at each location. At the existing park-and-ride facilities operated by COTA, COTA will provide the support environment and be responsible for construction and maintenance of CMAX pylons and access points providing wireless internet connectivity to HUBS users. The City and Department of Public Service will be responsible for maintenance of the fiber, as well as other services offered in the proposed system.

Security and Privacy The Wi-Fi network at HUBS facilities will be developed in accordance with best practices in data security and privacy. Data Security refers to the tools, policies, practices, and procedures used to protect data from being accessed, manipulated or destroyed or being leveraged by those with a malicious intent or are unauthorized to do so. Data Privacy is the reasonable expectation that data of a sensitive nature will be kept confidential, sanitized and/or encrypted, and respectfully and responsibly maintained by all users, managers, and collectors of the data, while adhering to applicable laws and regulations, policies, and procedures.




Chapter 6. Operational Scenarios

This section presents scenarios that capture how the system serves the needs of users when the system is operating under various modes of operation. Each scenario lists preconditions and events. The preconditions describe the state of the environment at the onset of the scenario, and the events describe the occurrences and actions taken by users and the system.

The following use cases and operational scenarios are covered in this section.

• Table 17: UC1-S1 – Smart Mobility Hub Traveler Uses Interactive Kiosk to Schedule Trip

• Table 18: UC1-S2 – Degraded Conditions – Kiosk Out of Service

• Table 19: UC2-S1 – Emergency Call Button Activation

• Table 20: UC3-S1 – Traveler Parks EV at Park and Ride to Schedule Bike-Share at Smart Mobility Hub Facility

HUBS Facility

Designated Pick up/Drop off Area

Interactive Kiosk

Mobility Provider

MMTPA/CPS

Traveler enters trip criteria, selects trip option, and

pays for trip (TNC selected)

Traveler

Access MMPTA

Verifies Available Resources

Traveler accesses TNC

Traveler completes TNC trip segment

Reviews real-time travel information

and accesses MMPTA

Trip confirmation code and pickup information

displayed at Kiosk

Operating System

Trip Optimization,Data Recorded

Authenticate/Allow Access

Trip confirmation code generated


Figure 11: UC1-S1 – Smart Mobility Hub Traveler Uses Interactive Kiosk to Schedule Trip




Table 17: UC1-S1 – Smart Mobility Hub Traveler Uses Interactive Kiosk to Schedule Trip

Use Case Traveler at HUBS facility uses Interactive Kiosk to Schedule Trip

Scenario ID & Title UC1-S1: Normal Operating Conditions

Scenario Objective Traveler uses interactive kiosk at HUBS facility to access MMTPA/CPS and schedule a TNC trip

Operational Event(s)

Access kiosk, Access MMTPA/CPS, Verify and Select Mobility Provider Trip, Confirm Mobility Provider Trip, Complete Mobility Provider Trip

Actor(s) Actor Role

Traveler Application user; end user of the system

The City Receives trip data for planning

COTA Operational user

MMTPA Multimodal Trip Planning Application/Common Payment System

Operating System Smart Columbus Operating System

Mobility Provider Transportation network company

Pre-conditions Traveler is at HUBS facility and can access Kiosk

Key Actions and Flow of Events

Actor Step Key Action Comments

Traveler 1 Enters HUBS facility

Traveler 2 Engages user interactive device (interactive kiosk)

Traveler 3 Reviews real-time travel information display

Traveler determines he/she needs a rideshare service.

Traveler 4 Launches MMTPA/CPS, enters trip criteria, selects preferred mode, and pays for trip

Traveler requests rideshare service

MMTPA/Operating System

5 Performs trip optimization, access real-time mobility provider service provider data though Operating System interface

Operating System processes information, checks mobility provider availability

Operating System 6 Trip details are saved in the Operating System

The City and COTA will have access to trip generated data





Use Case Traveler at HUBS facility uses Interactive Kiosk to Schedule Trip


MMTPA 7 Generates Mobility Provider trip confirmation code, displays on kiosk screen, directs Traveler to designated rideshare service area

Traveler 8 Moves to designated pick up/drop off location. Provides confirmation code to TNC for access.

Mobility Provider 9 Authenticates confirmation code and grants access

Traveler 10 Completes mobility provider trip segment

Post-Conditions The Traveler has selected and paid for a rideshare service trip from kiosk at HUB facility and continues trip

Policies and Business Rules

N/A

User Needs Traceability

HUBS-UN003-v01 User Interface Devices

HUBS-UN005-v01 Facilities

HUBS-UN006-v01 Real-time Travel Information


Inputs Summary Departure location, departure time, destination

Output Summary Trip information recorded in Operating System for City and COTA





HUBS Facility

Public Wi-Fi

Designated Pick up/Drop off Area

Interactive Kiosk

Mobility Provider

MMTPA/CPS

Traveler enters trip criteria, selects trip option, and

pays for trip (Taxi selected)

Traveler

Attempts to access MMPTA (out of

service)


Traveler accesses Taxi

Traveler completes taxi trip segment

Access MMTPA using personal

device connected to public Wi-Fi

Trip confirmation code and pickup information displayed on personal

device

Operating System

Trip Optimization,Data Recorded




Figure 12: UC1-S2 – Degraded Conditions – Kiosk Out of Service

Table 18: UC1-S2 – Degraded Conditions – Kiosk Out of Service

Use Case Traveler at HUBS facility uses Wi-Fi to Schedule Trip

Scenario ID & Title

UC1-S2: Degraded Operating Conditions

Scenario Objective

Interactive kiosk at HUBS facility is out of service, relies on Wi-Fi and personal wireless device to access MMTPA/CPS and schedule a Mobility Provider trip


Access Wi-Fi, Access MMTPA/CPS, Verify and Select Mobility Provider Trip, Confirm Mobility Provider Trip, Complete Mobility Provider Trip

Actor(s) Actor Role









Scenario ID & Title


MMTPA/CPS Multimodal Trip Planning Application/Common Payment System


Mobility Provider Transportation network company

Pre-conditions Traveler is at HUB and can access Kiosk




Traveler 2 Engages user interactive device (interactive kiosk)

Kiosk is out of service

Traveler 3 Connects to public Wi-Fi using personal wireless device

Traveler 4 Reviews real-time travel information


Traveler requests taxi service

MMTPA/Operating System

6 Performs trip optimization, access real-time mobility provider service provider data though Operating System interface




MMTPA/CPS 8 Generates Mobility Provider trip confirmation code, collects payment, sends to wireless device, directs Traveler to designated rideshare service area





Scenario ID & Title


Traveler 9 Moves to designated rideshare service pickup location. Provides confirmation code.


Traveler 11 Completes taxi trip segment

Post-Conditions The Traveler has selected and paid for a rideshare service trip using wireless device at HUBS facility and continues trip.


N/A



HUBS-UN004-v01 Public Wi-Fi





Output Summary

Trip information recorded in Operating System for City and COTA






HUBS Facility

Interactive Kiosk Emergency Dispatch Center

Receives alarm notification and attempts to gather incident details

from traveler using audio connection

Traveler

Activates emergency call button on kiosk

Emergency services are dispatched to incident

scene


Figure 13: UC2-S1 – Emergency Call Button Activation

Table 19: UC2-S1 – Emergency Call Button Activation

Use Case Emergency Call Button Activation

Scenario ID & Title

UC2-S1: Normal Operating Conditions

Scenario Objective

Traveler encounters incident and activates emergency call button


Active emergency call button on kiosk pylon

Actor(s) Actor Role


Emergency Call Center

City of Columbus Emergency Dispatch Center; receives emergency calls and dispatches emergency services

Pre-conditions Traveler is at HUB facility during emergency situation




Traveler 2 Encounters incident requiring emergency service, activates emergency call button on kiosk.

Traveler 3 Notification sent to Emergency Dispatch Center.

Traveler uses audio connection to describe incident situation to emergency call center dispatcher




Use Case Emergency Call Button Activation

Scenario ID & Title

UC2-S1: Normal Operating Conditions

Traveler 4 Emergency Dispatch Center operator attempts to interact with caller (traveler). Uses information embedded in emergency notification generated from emergency call button activation to determine location of incident. Dispatches emergency services to incident.

Post-Conditions Emergency services arrive at incident scene


N/A




HUBS-UN007-v01 Emergency Call Button

Inputs Summary N/A

Output Summary

N/A






HUBS Facility

Bike Share Rack

Interactive Kiosk

Mobility Provider

MMTPA/CPS

Traveler enters trip criteria, selects trip option, and pays for trip (Ride Share

selected)

Traveler

Access MMPTA


Traveler accesses TNC

Traveler completes Bike Share trip

segment

Reviews real-time travel information

and accesses MMPTA

Trip confirmation code displayed at Kiosk

Operating System

Data Recorded



Park & Ride Lot

Parks Vehicle at EV charging designated

space

Access EV payment app


Figure 14: UC3-S1 – Traveler Parks EV at Park and Ride to Schedule Bike-Share at Smart Mobility Hub Facility

Table 20: UC3-S1 – Traveler Parks EV at Park and Ride to Schedule Bike-Share at Smart Mobility Hub Facility

Use Case Traveler Parks EV at Park and Ride to Schedule Bikeshare at HUBS Facility


Scenario Objective Traveler parks EV at park and ride to schedule bikeshare at HUBS facility


Park vehicle at park and ride, access MMTPA/CPS, verify and select bikeshare trip, complete trip

Actor(s) Actor Role









MMTPA/CPS Multimodal Trip Planning Application/Common Payment System


Mobility Provider Bike Share

Pre-conditions Traveler is at HUB and can access Kiosk



Traveler 1 Parks vehicle at HUBS facility park and ride in designated EV charging space

Traveler 2 Engages user interactive kiosk

Traveler 3 Connects with EV app to pay for charging usage

EV app is not a part of the Smart Columbus Program

Traveler 4 Reviews real-time travel information


Traveler requests bikeshare service

MMTPA/CPS 6 Confirms bike share bike availability though Operating System interface




MMTPA 8 Generates Mobility Provider trip confirmation code, collects payment, sends to kiosk, directs traveler to designated bikeshare service area







Traveler 9 Moves to designated bike share service pickup location. Provides confirmation code.


Traveler 11 Completes bike share trip segment

Post-Conditions The traveler parked EV at HUBS facility, charged vehicle, and selected and paid for a bike share service trip using interactive kiosk at HUBS facility and continues trip.


N/A







Output Summary N/A





Chapter 7. Summary of Impacts

This section describes the anticipated operational and organizational impacts of the proposed system on the City during all stages of the proposed system, from development through implementation and support and maintenance of the proposed system.

Operational Impacts

The evaluation of system performance will rely on feedback from user surveys. The method of distributing survey questionnaires to system users is still to be determined but it is likely that data will need to be reviewed, organized, and input into the Operating System through at least partially manual processes.

Organizational Impacts

Anticipated organizational impacts are further defined as follows:

• City of Columbus

o Department of Technology (DoT)

Impacts undetermined at this time

o Department of Finance

Additional legislative agreements potential with regards to mobility providers, COTA

o Department of Public Safety

Emergency call buttons at kiosk locations will need integrated into emergency dispatch system

o Department of Public Service

Maintains fiber optic cable interconnect system – addressed through existing COTA agreement

o Department of Neighborhoods

311 Call Center owner may be impacted by additional calls and information to make available to public

Additional outreach to help facilitate public’s understanding of new system

o Communications Teams (Mayor’s Office and Smart Columbus)



Awareness to get message to citizens via social media, web, MyColumbus mobile app

Provide information to mobility providers about parking, pick up, and drop off zones are at HUBS sites

• COTA

o Sharing of facilities for HUBS amenities

o Ability to serve as an ISP for internet access

o Provide space and power/data connections for kiosks

o Maintain HUBS related signage and pavement markings

• St. Stephen’s Community House




• CSCC




Impacts During Development There are several tasks that could affect the ability of the system to provide all the services that have been conceptualized for the system. These tasks include the development of the MMTPA/CPS as well as creation of data-sharing agreements with the TNCs. The ability to share trip information with the Operating System is also a major component of the HUBS project – these interfaces will need to be developed, and the parameters and expectations for integration defined.




Chapter 8. Analysis of Smart Mobility Hubs

An analysis of the HUBS is summarized below under Summary of Improvements.

Summary of Improvements Table 21: Summary of Improvements provides a summary of improvements as a result of the proposed system.

Table 21: Summary of Improvements

Improvements Summary

New Capabilities Expanded Wi-Fi coverage to HUBS Users

Physical location provided for those without the ability to plan and pay for a trip on a personal computer or wireless device

Provide mode choices at community areas of interest

Enhanced Capabilities HUBS users will have safer and more reliable means available to make multimodal trips, particularly for first/last mile connections

Deleted Capabilities No capabilities deleted

Improved Performance Additional access to related Smart Columbus applications and services

Mobility provider and bike-sharing partnerships

Encourages ride/bike-sharing transportation options


Disadvantages and Limitations The performance of the HUBS system may be limited at times due to its dependence on outside agencies which will provide the majority of multimodal and alternative transportation services. The system will be dependent on the ability of the third-parties to provide adequate number of bikes, vehicles, or taxis to meet the demand of the users.

Alternatives and Trade-Offs Considered Alternatives and trade-offs were evaluated through stakeholder engagement and partnership meetings in order to develop the conceptual development as defined in this conceptual operations document. Ongoing stakeholder engagement and partnership meetings between the City, COTA and property owners will occur to finalize operational and maintenance agreements.




Chapter 9. Notes

There are no applicable notes for the proposed system.




Appendix A. Stakeholder Engagement Summary

Linden Community Outreach for the Smart Mobility Hubs Project City of Columbus staff recently participated in the following meetings to seek input and user needs from the Linden community on Smart Mobility Hubs and the MMTPA/CPS:

• Linden Community Plan Transportation Working Group (11/30/2017)

• Linden Community Master Plan open houses (12/7/2017 and 12/9/2017)

Attendees were asked if they were familiar with Smart Columbus, and whether they thought it was a good idea. Then, a brief description of the project concept was provided, accompanied by handouts and display boards that helped the participants understand the concept.

After each project was described, the attendee was asked to complete questionnaires to identify gaps and/or risks that we may not yet have considered.

The feedback received from attendees is summarized below.

Multimodal Trip Planning Application/Common Payment System

Twenty-seven participants completed surveys and provided feedback on the MMTPA/CPS.

The City asked questions regarding cell phone use, which included:

• Do you have a cellphone?

• If yes, is it a smartphone?

• If yes, is it a prepaid phone or a phone on a plan?

• If yes, do you have a data plan?

• If you were making plans for getting around, how would you be most likely to pay for that travel?

Every participant had a cellphone. Results are displayed in Figure 15: Outreach Survey – Participant Cell Phone Ownership and Figure 16: Outreach Survey – Travel Payment Method.





Figure 15: Outreach Survey – Participant Cell Phone Ownership


Figure 16: Outreach Survey – Travel Payment Method

Participants were also asked to provide feedback regarding what notifications/alerts should be received from the MMTPA/CPS. Responses are shown in Figure 17: Outreach Survey – Preferred Multimodal Trip Planning Application/Common Payment System Alerts and Notifications.






Figure 17: Outreach Survey – Preferred Multimodal Trip Planning Application/Common Payment System Alerts and Notifications

In addition, participants were also asked to provide feedback on what preferences/attributes should be included in the MMTPA/CPS and if there were any preferences that have been missed. Responses are shown in Figure 18: Outreach Survey – Helpful Transportation Features.


Figure 18: Outreach Survey – Helpful Transportation Features

0 2 4 6 8 10 12 14 16 18

Text DepartText Ride Leaving

Text PaymentEmail Depart

Email Ride LeavingEmail Payment

App Notify DepartApp Notify Ride Leaving

App Notify Payment

0 5 10 15 20 25

Plan and select multiple types of travel

Save favorite and/or preferred types of travel

Determine how much walking is involved

Save my payment information in the app for…

Find family friendly routes

Find the least costly way to get somewhere

Find the quickest way to get somewhere

Find the route that is most friendly to the…

Find ADA accessible routes




General feedback expressed great excitement and the need for the project to happen quickly. One resident stated that he does not own a car and this application would help him make his travel decisions. Several residents stated that the ability to pay for all modes of transportation on one application would make life much easier.

Smart Mobility Hubs and Travel Kiosks Residents provided input on the Smart Mobility Hubs and kiosks. Overall, the residents were interested in the multimodal hubs. Many said they would use it. Some commented they would see this bringing people into the community in addition to helping them to travel outside or around the community.

Participants were asked to provide input on where Smart Mobility Hubs should be located and how they would access the hubs, as shown

Figure 19: Outreach Survey – Potential Mobility Hub Sites and Figure 20: Outreach Survey – Accessing Smart Mobility Hub Facility.


Figure 19: Outreach Survey – Potential Mobility Hub Sites

0 1 2 3 4 5 6 7 8

CSCC


Douglas Community Center

St Stephen's Community House

Columbus Library Linden Branch

Linden Community Center


Northland Transit Center







Figure 20: Outreach Survey – Accessing Smart Mobility Hub Facility

In discussions with the Linden residents, several explained the importance of St. Stephen’s Community House as a Smart Mobility Hub. There are several community activities and services at the center and residents expressed the importance of getting transportation to and from St. Stephen’s.

Kiosks will be located at the Smart Mobility Hubs to assist with travel planning. Linden residents were asked the following questions:

If you were using a free-standing information kiosk or mounted information tablet, how likely would you be to use each of the following features?

• Access to COTA bus services and schedules

• Real-time transit (bus) arrival information

• Access to ride-sharing services (Uber/Lyft)

• Access to bike-sharing service

• Access to bike racks

• Assistance for those with disabilities

• Door-to-door trip planning

• Emergency call button

• USB charging for electronic devices

• Wi-Fi (internet) access

0 1 2 3 4 5 6 7 8 9 10

Drive

Get a ride

Bike

Walk

Bus




• Access to the MyColumbus app for info about Columbus services

• Other?

Each participant scored the features on a scale of 1 to 5, with five being the most likely. The results shown in Figure 21: Outreach Survey – Preferred Kiosk Functions.


Figure 21: Outreach Survey – Preferred Kiosk Functions

0 10 20 30 40 50 60 70 80 90 100

Access to COTA bus services and schedules

Real-time transit (bus) arrival information

Access to car sharing services (Uber/Lyft)

Access to bike sharing service

Access to bike racks

Assistance for those with disabilities

Door-to-door trip planning

Emergency call button

USB charging for electronic devices

Wi-Fi (internet) access

Access to the MyColumbus app

Total Score




Appendix B. Acronyms and Definitions

Table 22: Acronyms List contains project specific acronyms used throughout this document.

Table 22: Acronyms List

Acronym / Abbreviation Definition

ADA Americans with Disabilities Act

AEP American Electric Power

AP Access Point

BRT Bus Rapid Transit

CAD Computer Aided Dispatch (emergency call center system)

CCTN Columbus Connected Transportation Network

CCTV Closed Circuit Television

CMAX Brand for COTA Cleveland Avenue Bus Rapid Transit

COTA Central Ohio Transit Authority

ConOps Concept of Operations

CPS Common Payment System (Smart Columbus Project #5)

CSCC Columbus State Community College

CTSS Columbus Traffic Signal System

CV Connected Vehicle

DOT (City of Columbus) Department of Technology

DPS Columbus Department of Public Service

ETA Estimated Time of Arrival

EV Electric Vehicle

FHWA Federal Highway Administration

FMLM First Mile/Last Mile

GHz Gigahertz

GPS Global Positioning System

HUBS Smart Mobility Hubs (Smart Columbus Project #7)

IEEE Institute of Electrical and Electronics Engineers

Appendix B. Acronyms and Definitions



Acronym / Abbreviation Definition

IP Internet Protocol address

ISP Internet Service Provider

IT Information Technology

ITS Intelligent Transportation Systems

IVP Interactive Voice Response

MARs Mobile Access Routers

MBs Megabytes per Second

MMTPA Multimodal Trip Planning Application (Smart Columbus Project #6)

MORPC Mid-Ohio Regional Planning Commission

O&M Operations and Maintenance

SC Smart Columbus

SCC Smart City Challenge


SE Systems Engineering

SEMP Systems Engineering Management Plan

QR Quick Response barcode

SoS System of Systems

TNC Transportation Network Company

TTY Teletypewriter

USDOT United States Department of Transportation

Wi-Fi Wireless local area network based on IEEE 802.11 standards




Appendix C. Glossary

Table 23: Glossary of Terms contains project specific terms used throughout this document.

Table 23: Glossary of Terms

Term Definition

311 Columbus Call Center The City of Columbus Service Center which is the single point of contact for requesting all non-emergency City services and is available to residents, City businesses, and visitors

Agile A method of project management that is characterized by the division of tasks into short phases of work and frequent reassessment and adaptation of plans

App Software application

Application solution providers Private companies that design, test, integrate, operate, and maintain one or more aspects of the Common Payment System

Application users (end users) The drivers (residents and visitors) in Columbus who will be interacting with the EPM system to view, plan, reserve, and navigate to desired parking

Automated vehicle A vehicle that can sense its environment and navigate without human input

Central Fare Management System

System implemented through a recently executed contract with SPX Genfare and will accept various forms of payment including cash, magnetic cards, smart cards and mobile tickets

Commercial-off-the-shelf system (COTS)

Software or hardware product that are ready-made and available for sale to the public

Connected vehicle A vehicle capable of communicating with other vehicles, infrastructure, and smartphones

Connected Vehicle Technology Technology that lays the foundation for a fully interoperable, open, wireless environment for enhancing safety and mobility for vehicles, pedestrians, and cyclists

Data privacy The reasonable expectation that data of a sensitive nature will be kept confidential, sanitized and/or encrypted, and respectfully and responsibly maintained by all users, managers, and collectors of the data

Data retention The continued storage of data for compliance or business reasons




Term Definition

Data security The tools, policies, practices, and procedures used to protect data from being accessed, manipulated or destroyed or being leveraged by those with a malicious intent or without authorization, as well as the corrective actions taken when data breaches are suspected or have been identified.

Data-sharing policies Adopted plan around the practice of making data available to others

Dedicated Short Range Communications (DSRC)

A two-way short- to medium-range wireless communications capability that permits very high data transmission critical in communications-based active safety applications

Dependency When one Project, agency, or entity requires data or functionality provided by another Project, agency, or entity to meet its objectives

Enabling Technologies An innovation that alone or paired with an existing solution produces a better end user solution at a rapid rate

Failure operations When a complete failure of the intersection occurs, primarily due to loss of power or other malfunctions

Fare collection system A system, either automated or manual, that collects fares for Transportation Service Providers

Multimodal transportation Travel that is performed with more than one mode of transportation

Normal operations When a signalized intersection is cycling through its pre-planned phases correctly, servicing all approaches, including pedestrian phases

Open-data Information that is freely available for anyone to use and republish as they wish

Open-source concepts The notion of open collaboration and voluntary contribution for software development by writing and exchanging programming code

Payment settlement The process by which funds are sent by an issuing bank to the CPS for processing and dispersal to the Transportation Network Companies

Performance metric A measurement used to determine how a project is performing

Parking facility Land or a structure used for light-duty vehicle parking

Quick Response barcode Commonly referred to as a QR Code. A barcode that stores information that can be used for marketing or sharing information and can be read using a digital device such as a cell phone

Real-time data Information that is delivered immediately after collection

Roadside equipment All equipment located on the roadside, including any or all of the following items: traffic signal controllers, pedestrian detection





Term Definition equipment, GPS receiver, a DSRC radio, a processing unit, and an audio pedestrian interface

System analytics or data analytics The analysis of data, procedures or business practices to locate information which can be used to create more efficient solutions

System integration user A firm that specializes in bringing together component subsystems into a whole and ensuring that those subsystems function together

TransitApp A free trip planning application available to users of iPhone or Android devices

Transportation Network Companies (TNCs)

Private businesses, non-profits, and quasi-governmental agencies that offer one or more types of transportation for use in exchange for payment

Unbanked users Application users who do not participate in the formal banking sector by maintaining traditional checking accounts or credit card amounts

U.S. Department of Transportation ITS Joint Program Office – HOIT

1200 New Jersey Avenue, SE Washington, DC 20590

Toll-Free “Help Line” 866-367-7487

www.its.dot.gov

[FHWA-JPO-17-528]

http://www.its.dot.gov/

Documents

Concept of Operations for Smart Mobility Hubs for Smart … · 2019-06-26 · U.S. Department of Transportation . Office of the Assistant Secretary for Research and Technology . Notice