The key objective of this track is to determine the high-value safety applications that will be initially addressed for V2I safety deployment.  This track will analyze crash data to identify, verify, and prioritize applications that should be pursued as part of the V2I research.

The crash factors analysis examined crashes across all vehicle types and focused mostly on the areas of intersection safety, run-off-road, speed management, and commercial/transit vehicle enforcement and operation.

The draft final report for that work is currently under review and should be complete any day now.

The Migration Study was designed to examine infrastructure based safety systems and assess their feasibility for migration to a connected vehicle environment.  A final report is due later this spring.

The first 4 applications can be categorized as intersection related safety applications.

Speed applications can have a wide range of deployment opportunities using the same technology.  A few examples are listed.

Work Zone alerts are intended to warn/advise drivers of dynamic work zones, where different lanes may be closed on a day-to-day basis.  It could also be used to warn drivers when construction vehicles may be entering or exiting a work zone.

Pedestrian detection is an infrastructure based sensor that can detect when pedestrians with special needs require additional time to cross the street.  The flashing “Don’t Walk” phase can be extended accordingly.  Likewise, warnings can be sent to vehicles near the intersection.

Priority assignment for EV preemption will prevent two emergency vehicles from colliding at an intersection from different directions.  This particular crash problem, while very low in frequency, can easily be solved by modifying the signal controller to assign priority to one of the approaching emergency vehicles.

Secondary accident warning - Warn drivers of an accident ahead that may involve unequipped vehicles unable to transmit a DSRC message .

Lane departure warning - AASHTO agrees that this will likely be an autonomous vehicle solution.  However, most systems currently under development use camera technology to detect the edge of a lane by identifying the position of the pavement markings relative to the vehicle’s position.  AASHTO would like to know if this system can be enhanced from the infrastructure side by improving the visibility of the PMs, adding edge lines, or vertical post markers, especially in areas where the visibility is reduced by rain or snow

Prototype development includes the development of a concept of operations for V2I Safety and development of prototype applications derived from the con ops.  The prototypes will include development of system engineering documents and unit testing in order to determine a particular safety application’s functionality and feasibility.  Following prototype development, application specific requirements can be fully developed and standards can be updated accordingly.

Track 3 includes all the technical work required to enable safety applications that use SPaT.  It also includes other activities such as mapping, positioning, and communication requirements to enable multiple systems or components to exchange useful data and information across jurisdictional boundaries using an open interface.

The first prototypes will be for NEMA type controllers from two different manufacturers: Siemens and Econolite and will later expand to include other types and manufacturers.  The expectation is that this will facilitate the development of retrofits rather than requiring installation of new controllers.

Unit testing at TFHRC will cover the two different controllers and up to 4 different RSE’s that are being developed for Safety Pilot.

The trade studies are taking a global look at existing technologies in wireless connected-vehicle communications and positioning and how they are being used.

Backhaul security refers to the processes used to ensure that someone doesn’t hack into the traffic control system through the Roadside Equipment (RSE). 

Vehicles and aftermarket safety devices (ASDs) communicate wirelessly with the RSE.  The RSE communicates with the signal controller which in turn communicates with the operations center.  The RSE also communicates with the certificate authority.  All pose concerns for backhaul security, which we are actively working to address in concert with our stakeholders.

Track 4 will produce applications benefits assessments through controlled demonstrations and field operational testing.  Real world data will be collected and analyzed in order to gain a better understanding of the market potential and level of market penetration needed to enable existing and future systems.

Track 5 includes activities to define and develop public agency requirements and to develop guidelines and recommendations for practitioners that will assist in the implementation and deployment of the infrastructure required to make V2I safety applications functional.  In essence, we will be developing a “toolbox” that will help State and local agencies through the process of procurement and deployment of the infrastructure devices and roadside equipment.  At the current time, we envision that the states can take ownership for most of the activities listed in this track through the utilization of a pooled fund study.  FHWA’s role would be to serve as a liaison, and assist with coordinating efforts, archiving reports, and outreach activities.  However, FHWA would not assume ownership of the products.

Wrap up and thank you.