The data is taken from three intersections and 24 buses over a six month period in Cleveland, Ohio. The systems at the intersections provided MAP and SPAT messages and the SPAT message contained pedestrian detections from a series of cameras at the intersection. The buses received these messages and used them to alert the vehicle driver when pedestrians were about to enter the crosswalks or was in the crosswalk. The buses also used basic safety messages from external vehicles to warn the driver when another vehicle had the potential of making a right hand turn in front of the vehicle. The data contains bus locations, bus state changes, pedestrian detections and user interface state changes.
The data is taken from three intersections and 24 buses over a six month period in Cleveland, Ohio. The systems at the intersections provided MAP and SPAT messages and the SPAT message contained pedestrian detections from a series of cameras at the intersection. The buses received these messages and used them to alert the vehicle driver when pedestrians were about to enter the crosswalks or was in the crosswalk. The buses also used basic safety messages from external vehicles to warn the driver when another vehicle had the potential of making a right hand turn in front of the vehicle. The data contains bus locations, bus state changes, pedestrian detections and user interface state changes.
The data is taken from three intersections and 24 buses over a six month period in Cleveland, Ohio. The systems at the intersections provided MAP and SPAT messages and the SPAT message contained pedestrian detections from a series of cameras at the intersection. The buses received these messages and used them to alert the vehicle driver when pedestrians were about to enter the crosswalks or was in the crosswalk. The buses also used basic safety messages from external vehicles to warn the driver when another vehicle had the potential of making a right hand turn in front of the vehicle. The data contains bus locations, bus state changes, pedestrian detections and user interface state changes.
The data is taken from three intersections and 24 buses over a six month period in Cleveland, Ohio. The systems at the intersections provided MAP and SPAT messages and the SPAT message contained pedestrian detections from a series of cameras at the intersection. The buses received these messages and used them to alert the vehicle driver when pedestrians were about to enter the crosswalks or was in the crosswalk. The buses also used basic safety messages from external vehicles to warn the driver when another vehicle had the potential of making a right hand turn in front of the vehicle. The data contains bus locations, bus state changes, pedestrian detections and user interface state changes.
The data is taken from three intersections and 24 buses over a six month period in Cleveland, Ohio. The systems at the intersections provided MAP and SPAT messages and the SPAT message contained pedestrian detections from a series of cameras at the intersection. The buses received these messages and used them to alert the vehicle driver when pedestrians were about to enter the crosswalks or was in the crosswalk. The buses also used basic safety messages from external vehicles to warn the driver when another vehicle had the potential of making a right hand turn in front of the vehicle. The data contains bus locations, bus state changes, pedestrian detections and user interface state changes.
The data is taken from three intersections and 24 buses over a six month period in Cleveland, Ohio. The systems at the intersections provided MAP and SPAT messages and the SPAT message contained pedestrian detections from a series of cameras at the intersection. The buses received these messages and used them to alert the vehicle driver when pedestrians were about to enter the crosswalks or was in the crosswalk. The buses also used basic safety messages from external vehicles to warn the driver when another vehicle had the potential of making a right hand turn in front of the vehicle. The data contains bus locations, bus state changes, pedestrian detections and user interface state changes.
The data is taken from three intersections and 24 buses over a six month period in Cleveland, Ohio. The systems at the intersections provided MAP and SPAT messages and the SPAT message contained pedestrian detections from a series of cameras at the intersection. The buses received these messages and used them to alert the vehicle driver when pedestrians were about to enter the crosswalks or was in the crosswalk. The buses also used basic safety messages from external vehicles to warn the driver when another vehicle had the potential of making a right hand turn in front of the vehicle. The data contains bus locations, bus state changes, pedestrian detections and user interface state changes.
The data is taken from three intersections and 24 buses over a six month period in Cleveland, Ohio. The systems at the intersections provided MAP and SPAT messages and the SPAT message contained pedestrian detections from a series of cameras at the intersection. The buses received these messages and used them to alert the vehicle driver when pedestrians were about to enter the crosswalks or was in the crosswalk. The buses also used basic safety messages from external vehicles to warn the driver when another vehicle had the potential of making a right hand turn in front of the vehicle. The data contains bus locations, bus state changes, pedestrian detections and user interface state changes.
The data is taken from three intersections and 24 buses over a six month period in Cleveland, Ohio. The systems at the intersections provided MAP and SPAT messages and the SPAT message contained pedestrian detections from a series of cameras at the intersection. The buses received these messages and used them to alert the vehicle driver when pedestrians were about to enter the crosswalks or was in the crosswalk. The buses also used basic safety messages from external vehicles to warn the driver when another vehicle had the potential of making a right hand turn in front of the vehicle. The data contains bus locations, bus state changes, pedestrian detections and user interface state changes.
The data is taken from three intersections and 24 buses over a six month period in Cleveland, Ohio. The systems at the intersections provided MAP and SPAT messages and the SPAT message contained pedestrian detections from a series of cameras at the intersection. The buses received these messages and used them to alert the vehicle driver when pedestrians were about to enter the crosswalks or was in the crosswalk. The buses also used basic safety messages from external vehicles to warn the driver when another vehicle had the potential of making a right hand turn in front of the vehicle. The data contains bus locations, bus state changes, pedestrian detections and user interface state changes.
The data is taken from three intersections and 24 buses over a six month period in Cleveland, Ohio. The systems at the intersections provided MAP and SPAT messages and the SPAT message contained pedestrian detections from a series of cameras at the intersection. The buses received these messages and used them to alert the vehicle driver when pedestrians were about to enter the crosswalks or was in the crosswalk. The buses also used basic safety messages from external vehicles to warn the driver when another vehicle had the potential of making a right hand turn in front of the vehicle. The data contains bus locations, bus state changes, pedestrian detections and user interface state changes.
This set of data files was acquired under USDOT FHWA cooperative agreement DTFH61-11-H-00025 as one of the four test data sets acquired by the USDOT Data Capture and Management program. This is the primary loop detector data table. It contains one-minute volume, occupancy, and data quality flags for the arterial loop detector data.
This set of data files was acquired under USDOT FHWA cooperative agreement DTFH61-11-H-00025 as one of the four test data sets acquired by the USDOT Data Capture and Management program. This is the primary loop detector data table. It contains one-minute volume, occupancy, and data quality flags for the arterial loop detector data.
This set of data files was acquired under USDOT FHWA cooperative agreement DTFH61-11-H-00025 as one of the four test data sets acquired by the USDOT Data Capture and Management program. This is the primary loop detector data table. It contains one-minute volume, occupancy, and data quality flags for the arterial loop detector data.
This set of data files was acquired under USDOT FHWA cooperative agreement DTFH61-11-H-00025 as one of the four test data sets acquired by the USDOT Data Capture and Management program. This is the primary loop detector data table. It contains one-minute volume, occupancy, and data quality flags for the arterial loop detector data.
This set of data files was acquired under USDOT FHWA cooperative agreement DTFH61-11-H-00025 as one of the four test data sets acquired by the USDOT Data Capture and Management program. This is the primary loop detector data table. It contains one-minute volume, occupancy, and data quality flags for the arterial loop detector data.
This set of data files was acquired under USDOT FHWA cooperative agreement DTFH61-11-H-00025 as one of the four test data sets acquired by the USDOT Data Capture and Management program. This is the primary loop detector data table. It contains one-minute volume, occupancy, and data quality flags for the arterial loop detector data.
This set of data files was acquired under USDOT FHWA cooperative agreement DTFH61-11-H-00025 as one of the four test data sets acquired by the USDOT Data Capture and Management program. This is the primary loop detector data table. It contains one-minute volume, occupancy, and data quality flags for the arterial loop detector data.
This set of data files was acquired under USDOT FHWA cooperative agreement DTFH61-11-H-00025 as one of the four test data sets acquired by the USDOT Data Capture and Management program. This is the primary loop detector data table. It contains one-minute volume, occupancy, and data quality flags for the arterial loop detector data.
This set of data files was acquired under USDOT FHWA cooperative agreement DTFH61-11-H-00025 as one of the four test data sets acquired by the USDOT Data Capture and Management program. This is the primary loop detector data table. It contains one-minute volume, occupancy, and data quality flags for the arterial loop detector data.
This set of data files was acquired under USDOT FHWA cooperative agreement DTFH61-11-H-00025 as one of the four test data sets acquired by the USDOT Data Capture and Management program. This is the primary loop detector data table. It contains one-minute volume, occupancy, and data quality flags for the arterial loop detector data.
This set of data files was acquired under USDOT FHWA cooperative agreement DTFH61-11-H-00025 as one of the four test data sets acquired by the USDOT Data Capture and Management program. This is the primary loop detector data table. It contains one-minute volume, occupancy, and data quality flags for the arterial loop detector data.
This set of data files was acquired under USDOT FHWA cooperative agreement DTFH61-11-H-00025 as one of the four test data sets acquired by the USDOT Data Capture and Management program. This is the primary loop detector data table. It contains one-minute volume, occupancy, and data quality flags for the arterial loop detector data.